Method and system for determining driving information

ABSTRACT

A mobile telecommunications device for providing an in-vehicle driver warning system during a vehicle journey using sensed driving information and local traffic information is described. The mobile telecommunications device comprises: a sensor set comprising at least one of an image sensor, an audio sensor, a geographic positioning sensor and an accelerometer; a user interface for receiving user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module for communicating with a remote server, the wireless communications module being operatively connected to the processor; the processor, through its connection to the user interface, determining, during the vehicle journey, using the inputs received by the user interface, or through its connection to the sensor set, using sensor data received from the sensor set, a start of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period to derive, in use, the sensed driving information associated with how the vehicle is driven; the processor, through its connection to the wireless communications module, receiving the local traffic information obtained from the wireless communications module, the local traffic information concerning other vehicles in the vicinity of the mobile telecommunications device; the processor using, in use, the local traffic information and the driving information and determining if the current relative position and speed of the vehicle exceeds a threshold profile; and wherein the processor generates, in use, a warning signal if the current relative position and speed of the vehicle exceed the threshold profile, and, through its connection to the user interface, transmits the warning signal to the user interface for warning the driver of the vehicle.

FIELD OF THE INVENTION

The present invention relates to methods and systems for determining driving information associated with vehicle behaviour. Moreover, the present invention relates to a mobile device, such as a smartphone, temporarily (readily removably) installable to a vehicle and configured to log such driving information, for example, video footage associated with how the vehicle is driven. Such driving information may subsequently be utilised to determine the cause of an event such as an accident, to modify driver behaviour and/or to determine the quality of the driver's control of the vehicle during a journey which can be used in ridesharing situations. The present invention can also be applied to semi-autonomous driving of vehicles enabling retrofitting to existing engine/vehicle management systems to control certain aspects of a user's driving. The present application has particular applications to ride sharing situations.

BACKGROUND

Data logging devices are commonly installed on aircraft that log data about events associated with the behaviour of the aircraft and also the crew controlling the aircraft. Such data logging devices are commonly termed “black boxes” and are very useful for determining the cause of problems that have affected the aircraft, especially when no other record of a significant event such as a crash exists.

Similar data logging devices exist for road vehicles, and can be used to realise similar advantages. Vehicle users as well as authorities can use such devices to determine the cause of traffic accidents or other vehicle-related events, whether these stem from a vehicle malfunction or driver negligence. For example, the data logged by these devices can be used as evidence for insurance claims and so potentially to determine insurance premiums.

Some of these data logging devices can be integrated with the car data network, and so may take inputs from sensors integrated with the vehicle, such as those measuring the speed of the vehicle. However, these can be difficult and costly to install. Others having their own internal sensor set are more readily retrofitted to a vehicle. Nonetheless, such data logging devices for road vehicles are less prevalent perhaps due to their unjustifiable expense. Accordingly the uptake of data logging devices that can be retrofitted to road vehicles, as are known in the art, has been minimal.

It is the object of the present invention to alleviate the above-mentioned problems, at least in part.

SUMMARY OF THE INVENTION

According to a first aspect of the present invention there is provided a mobile telecommunications device for logging driving information associated with a vehicle. The mobile telecommunications device comprises: a sensor set comprising a positioning module and at least one of an image sensor, an audio sensor and an accelerometer; a user interface for receiving a user inputs indicating of the start of a driving period and the end of a driving period; a processor operatively connected to the sensor set and the user interface; a wireless communications module operable to download an application, the wireless communications module being operatively connected to the processor; and a memory for storing the driving information operatively connected to the processor. The processor, through its connection to the user interface, using the inputs received by the user interface, in use, a start of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period to derive, in use, driving information associated with how the vehicle is driven; the processor, though its connection to the memory, in use storing a selection of the driving information to the memory; the processor, though its connection to the user interface, using the inputs received by the user interface, and determining, in use, an end of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data to determine a geographical location of the mobile device once the end of the driving period has been determined; and the wireless communications module, through its connection to the processor, obtaining journey end data from the processor and transmitting, in use, a journey end data signal including the journey end data, to a central server indicating the location of the mobile telecommunications device at the end of the driving period. The processor is not coupled to the vehicle sensors, the processor derives driving information without using data from the sensors of the vehicle, and the processor is controlled by the downloaded application to detect occurrence of a predetermined event and in response take at least one predetermined action.

There is also described a mobile telecommunications device temporarily installable to a vehicle and configured to log driving information associated with the vehicle when driven, the mobile device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, an accelerometer and a positioning module; a processor for processing sensor data from the sensor set to derive said driving information; a memory for storing said derived driving information; and a wireless telecommunications module operable to download an application; the mobile device being arranged to execute the downloaded application to control the mobile device to: register the start of a driving period during which the mobile device is installed to the vehicle and the vehicle is being driven by a driver; process sensor data from the sensor set during the driving period to derive driving information associated with how the vehicle is driven; and store a selection of the driving information to the memory.

Advantageously, the use of a mobile telecommunication device enables a data logging device to be conveniently and inexpensively retrofitted to a vehicle. Mobile telecommunication devices such as “smartphones” are becoming increasingly widespread, and these devices tend to have the requisite sensor sets to capture data concerning vehicle behaviour. Thus, a generic mobile telecommunication device already owned by a driver of the vehicle can be loaded with the application to provide such data logging functionality that would otherwise necessitate a dedicated black-box. Thus, the functionality of a black-box can be realised without additional expense.

Following on from this, it will be appreciated that the mobile device is ideally a portable mobile telecommunication device. Ideally, the mobile device is a hand-portable mobile device. Advantageously, the portability permits the mobile device to be conveniently fitted to and removed from the vehicle.

Furthermore, such a mobile telecommunication device presents additional advantages over known dedicated black-box systems as the data logging functionality of the mobile telecommunication device can be continually refined. This can be achieved without physically upgrading the hardware of the device, and also without significant user intervention. Specifically, the application may be arranged to determine whether a software update exists and if so, control the mobile device to download at least portions of an improved version of the application. Conveniently, downloading may be via the wireless telecommunication module. Said downloading may be automatic, or may be user-confirmed. For the avoidance of doubt, the application will typically be stored on a portion of the memory of the mobile device and executed therefrom, as is known in the art. Also, it will be appreciated that the application, or portion thereof, may be downloaded via the wireless telecommunication module and/or via an intermediary device. For example the application may be side-loaded to the mobile device from an intermediary computing device.

The application may be sourced from an application store and/or content provider. For example, the content provider may comprise the Apple® Appstore®. The content provider may comprise a cloud computing provider.

It will be appreciated that the use of such a generic mobile device in this context may be counter-intuitive to a person skilled in the art—such generic devices are not designed to withstand events such as catastrophic crashes. Furthermore, such generic devices are usually not necessarily configured to appropriately detect conditions that may need to be recorded. Such devices are usually kept in a user's pocket or bag, and so are not best placed to generate sensor data associated with the behaviour of a vehicle. However, the inventor of the present invention has realised that such a mobile device that is temporality installable to the vehicle can overcome such drawbacks and fulfil a role similar to a black box. To this end, the mobile telecommunication device may comprise an adapter arranged to hold the device securely to the vehicle.

Advantageously, as well as protecting the device from damage, the adapter improves the suitability and reliability of the sensor data and so the driving information associated with when and/or how the vehicle is being driven. For example, if the sensor set comprises an accelerometer, the acceleration of the vehicle can be more accurately measured due to the mobile device being firmly attached to the vehicle. Similarly, if the sensor set comprises an image sensor, for example, for capturing video footage of the road ahead, better footage can be obtained as the mobile device can be held in the correct position and orientation relative to the vehicle. In particular, the mobile device may be positioned by the adapter so that its image sensor views the road ahead through a windshield of the vehicle.

As mentioned, the device is arranged to log driving information associated with the vehicle, when that vehicle is being driven. This is realised by registering the start of the driving period during which the mobile device is installed to the vehicle and the vehicle is being driven by the driver. Advantageously, this prevents driving information from being needlessly recorded. As will be appreciated the mobile device has only a finite storage capacity and so registering the start of the driving period is useful for minimising the unnecessary usage of memory. In particular, where the mobile device comprises an image sensor, and the sensor data comprises a sequence of images (e.g. a video), the storage space can be very quickly filled by the memory.

To this end, it is preferred that when the application is executed, it controls the mobile device to register the start of a driving period in response to an initialisation input. The initialisation input may comprise a user input—for example, the user manually executing the application on the mobile device. The initialisation input may also or instead be generated automatically in response to the mobile device being installed to the vehicle and/or the vehicle being driven. The initialisation input may be generated automatically in response to the sensor data having predetermined values. For example, if the sensor data reflects a detected speed above a predetermined threshold—for example, 20 kilometres per hour—then this can be used to trigger the start of the driving period. Similarly, if the sensor data reflects that the mobile device is held securely to the vehicle in a predetermined position (for example, via the adapter) this can also be used to trigger the start of the driving period. To this end, the adapter and/or the mobile device may comprise a registration module configured to register the installation of the mobile device to the vehicle and/or the adapter. The registration module may comprise a proximity sensor to detect the proximity of the mobile device to the vehicle. The registration module may comprise a NFC (near field communication) device. The registration module may be arranged to determine a match between the location of the mobile device and the location of the vehicle. The match may be performed by receiving and comparing a first positioning input associated with the position of the vehicle and a second positioning input associated with the position of the mobile device. The registration module and/or adapter may be a smart holster.

Preferably, the executed application controls the mobile device to manage voice-calls incoming to the mobile device during a driving period. For example, said voice-call management may comprise temporarily disabling and/or diverting voice-calls incoming to the mobile device during a driving period. Advantageously, this safety feature discourages users from making or receiving phone calls whilst driving. It will be appreciated that a driver is less able to control a vehicle effectively whilst also manipulating a mobile device, and in many countries doing so is illegal. However, the provision of a ‘hands-free’ mode or accessory—as are well known in the art—may obviate the need for a user to manipulate the mobile device. Accordingly, the executed application may be arranged to control the mobile device to selectively disable and/or divert voice-calls incoming to the mobile device during a driving period, in dependence on the detection of a hands-free accessory or hands-free mode enabled on the mobile device.

Furthermore, the executed application may be arranged to control the mobile device to enable a hands-free mode of operation on detection of a driving period. For example, the enabled hands-free mode of operation may comprise enabling voice-activated commands. In light of this, it is preferred that the adapter is configured to hold the mobile device in a way that facilitates reception of voice commands from the user. In particular, the mobile device may be held in a position relative to the user to permit clear reception of the user's voice. Typically, this position is about the dashboard in a vehicle such as car or van. Furthermore, the adapter is configured with an opening through which an audio sensor of the mobile device is able to receive the user's voice.

Also, even though a drivers control of a vehicle may be affected by manipulating the mobile device, under certain circumstances, this may not be objectionable—for example, when the vehicle is stationary. Accordingly, the executed application may be arranged to control the mobile device to selectively disable and/or divert voice-calls incoming to the mobile device during a driving period, in dependence on the driving information—for example, the speed and location of the vehicle.

Furthermore, it will be appreciated that the driver may not be the only user within the vehicle, and so disabling functions of the mobile device may not be appropriate under all circumstances, as a passenger of the vehicle may want to use the mobile device whilst the driver is driving. Under these circumstances, the executed application is arranged to control the mobile device to register the presence of a non-driver (for example, via image recognition, or entry of an unlock code) and unlock, or retain the original functionality of the mobile device. Furthermore, the executed application may be arranged to run in the background. Accordingly, the mobile device may be used for other purposes, such as making or receiving a telephone call.

It is advantageous to store only selected driving information for the purpose of logging how a vehicle is being driven during the driving period. Whilst it may be possible to sample and process sensor data at a relatively high rate (i.e. many times a second), continually storing driving information derived from that sensor data at such a high rate can use up a lot of storage space on the mobile device, the majority of which is likely to be redundant. Therefore, by being selective about the driving information that is stored, storage utilisation can be made more efficient.

In particular, the executed application may control the mobile device to store a summary of the driving period. The summary may comprise compressed and/or summarised driving information. For example, the sensor data can be processed at a first sampling rate and then down-sampled to a fraction of the first sampling rate for storage as driving information. Put another way, the mobile device can be controlled by the executed application to down-sample sensor data from a first sampling rate to a second sampling and store the sensor data as driving information at said second sampling rate. Advantageously, this retains a snapshot of when and/or how the vehicle is being driven, but with fewer data points, and so requiring less storage space.

Nonetheless, under certain circumstances, it is more useful to retain information at higher or the highest possible sampling rates. In particular, it is more important to have detailed information associated with the behaviour of a vehicle during a crash than when the vehicle is being driven normally.

Accordingly, the executed application may be arranged to control the mobile device to detect the occurrence of a predetermined event of significance (such as a crash) and in response store driving information associated with that event to the memory. Preferably, said driving information associated with that event comprises driving information in the lead up to and immediately following the event. In particular, detailed driving information in the lead up to, and immediately following, a predetermined event of significance is preferably stored. It will be understood that the driving information associated with the detected event may be transmitted via the wireless telecommunication module in addition to, or instead of storing said data. Said transmitted driving information may be transmitted to a remote data logging system.

To this end the mobile device may comprise an event detector for detecting the occurrence of an event.

Preferably, the event detector is arranged to detect the occurrence of a predetermined event by correlating data, such as sensor data, against an event indication model. The application may comprise the event indication model.

Preferably, the event indication model comprises a set of predetermined data values corresponding to a predetermined event. Accordingly, the event detector is arranged to compare the set of predetermined data values against corresponding sensor data to determine whether the predetermined event has occurred.

For example, the event indication model may indicate that a serious crash has occurred if values returned by an accelerometer sensor exceed predetermined data values of the event indication model, thereby representing a sustained vehicle deceleration beyond a threshold level.

Following on from this, it will be appreciated that detection of an event may be dependent on matching a sequence of data values that have occurred over time. Moreover, the event indication model may comprise a sequence of predetermined data values, the sequence being associated by a function of time. Thus, the event detector may be arranged to compare the sequence of predetermined data values against corresponding sensor data that have been generated over a given time period. Put another way, the event detector and event indication model are arranged to indicate the occurrence of an event in dependence on the correlation between a set of predetermined data values occurring over time. Thus, a set of values returned from sensor data over a period of time are compared against a corresponding sequence of predetermined data values of the event indication model. Typically, this is to determine a rate of change of variables associated with a sensor set.

It will be understood that an event indication model may comprise a plurality of sets of predetermined data values, each set corresponding to different sensor data. For example, an event indication model associated with a serious accident event may contain data values corresponding to both the deceleration of the vehicle, and the orientation of the vehicle. Thus, if a vehicle is involved in a serious impact, and overturns, this is represented by the model, and so can be detected by the event detector.

Preferably, the event indication model comprises a pattern of predetermined data values. Preferably, the event detector is arranged to detect the occurrence of an event by carrying out pattern recognition by matching sensor data values to the pattern of predetermined data values of the event indication model. Preferably, there are a plurality of event indication models. Each event indication model may be associated with a separate predetermined event.

Preferably, the executed application may be arranged to control the mobile device to process sensor data from the sensor set during a plurality of driving periods to derive driving information associated with when and/or how the vehicle is driven for each of the driving periods.

Preferably, sensor data processed during a first set of driving periods define a benchmark against which sensor data is compared during subsequent sets of driving periods. In particular, the executed application may be arranged to control the mobile to modify one or more event indication models in response to the benchmark. Advantageously, such a benchmark ensures that the event indication models may be tailored to the standard behaviour of a particular vehicle. As will be appreciated, different sensor types, mobile devices, mounting positions, vehicles, drivers and road conditions may generate different sets of sensor data for driving behaviour that is considered standard or safe. Accordingly, the benchmark allows the mobile device to account for variable driving conditions.

Preferably, a plurality of benchmarks may be defined. A benchmark may be defined for each driver. A benchmark may be defined for each vehicle to which the mobile device is to be installed. Ideally, a benchmark is defined for each driver-vehicle pair. To this end, the mobile device may be arranged to receive an input to specify a driver, a vehicle or a driver-vehicle pair. Advantageously, this ensures that different drivers and vehicles do not disrupt the accurate event detecting capabilities of the event detector.

Once a predetermined event has been detected by the event detector, it is desirable to take an appropriate action in response to that detected event. Accordingly, the executed application may be arranged to control the mobile device to take at least one predetermined action in response to a detected event. The action taken may comprise transmitting driving information and/or sensor data, via the wireless telecommunication module of the mobile device, to a remote system. Advantageously, this enables a remote system to be notified of the occurrence of a particular event, and the details associated with that event. For example, the remote system may be arranged to deploy emergency services based on a transmitted notification concerning the occurrence of a crash, and also the location of the mobile device (and so the vehicle) are also included in the transmitted information. A further advantage of transmitting driving information and/or sensor data to a remote system is that such data then does not need to be stored on or processed by the mobile device. Thus, this can free the storage space on the mobile device, and also allow the processor of the mobile device to carry out other tasks. A remote system may comprise or be interfaced with an insurance company database.

A further advantage associated with sending driving information to a remote system is that the driving information can be assessed remotely. This assessment can be performed automatically or manually—either way it advantageously removes the processing burden from the mobile device. Alternatively, if transmission bandwidths are small, the processing can be executed automatically on the processing device. In this case, the use of virtual neural networks can be used to determine whether the driving information represents acceptable or unacceptable driving patterns.

The action taken may comprise storing data captured at a higher (or the highest possible) sampling rate than when an event is not detected. Thus, as described above, this may involve preventing the down-sampling of sensor data. Furthermore, the action taken may comprise protecting said driving information from being overwritten.

The action taken may comprise providing feedback to a user to indicate that an event has been detected. Preferably, the mobile device is configured to receive a user interaction to confirm or deny whether the detected event has actually occurred following said feedback.

Advantageously, such user feedback can be used to modify event indication models thereby to refine the effectiveness of the event detector. The mobile device may comprise a speaker. Accordingly, such feedback may be provided via an audio prompt. The mobile device may comprise a display screen. Accordingly, such feedback may be provided via a visual prompt. The feedback may comprise notifying a user that a further action has been scheduled, and will be taken within a predetermined period. For example, the feedback may indicate to a user that an event such as a serious crash has been detected, and so the next action to be taken will be to contact emergency services within 10 seconds. Preferably, the feedback includes a prompt to receive a user input. For example, the prompt may be arranged to receive a user input to cancel a subsequently scheduled action. Advantageously, this prevents actions being taken needlessly as a result of an incorrect determination of an event.

The feedback may provide reassurance and/or guidance to a user. For example, a user may be provided with an important checklist of things to do following an accident or incident. For example, the user may be guided to use a camera (image sensor) on the mobile device to take photographs of the vehicles involved in the incident, including the number plates of those vehicles. The user may be guided to use a text input device on the mobile device to note the name, address, insurance details etc. of third parties involved in incident.

The action taken may comprise communicating to a remote system associated with an insurance company that an incident has been detected (e.g. via a low bandwidth data connection or via text message). If appropriate—or in response to a request from a communication to the mobile device from the remote system—the action taken may comprise transmitting all or selected portions of the driving information associated with the detected event.

Preferably, the executed application is arranged to control the mobile device to prioritise essential communications, such as calls to the emergency services.

Preferably, the memory comprises a long term memory for persistently storing driving information and/or sensor data. Preferably the memory comprises a buffer. The buffer may comprise a short term memory for transiently storing driving information and/or sensor data. Preferably, the short term memory is arranged to receive driving information and/or sensor data at a higher update rate than the long term memory. Preferably, the long term memory has a larger capacity than the short term memory.

Preferably, the executed application controls the mobile device to write driving information and/or sensor data to the short term memory at a predetermined update rate during the driving period. Ideally, the driving information and/or sensor data is written to the short term memory in a predetermined sequence, ideally a chronological sequence. Preferably, the executed application controls the mobile device to overwrite driving information and/or sensor data previously written to the short term memory. Advantageously, this ensures that recording of sensor data and/or driving information, especially data that is recorded at a relatively high update rate, is not prevented during the driving period due to the short term memory becoming full.

Preferably, the driving information and/or sensor data is overwritten in accordance with the predetermined sequence. Advantageously, this can ensure that the most relevant, up-to-date data is retained in the short term memory.

Preferably, the action taken in response to a detected event comprises transferring data from the short term memory to the long term memory. Advantageously, this can ensure that the most recent information associated with an event is persistently stored in the long term memory, and is not overwritten.

Preferably, the sensor set comprises an accelerometer for detecting the acceleration of the mobile device. Accordingly, the corresponding sensor data may comprise acceleration data generated by the accelerometer. The accelerometer may be a single axis or dual axis accelerometer. However, it is preferable that the accelerometer is a three-axis accelerometer so that movement of the vehicle may be determined in three-dimensional space. Furthermore, as the mobile device may be mounted by a user in one of a number of different orientations relative to the vehicle, a three-axis accelerometer ensures that acceleration along the axis aligned with the general forward movement of the vehicle may be effectively detected. This is particularly important to determine an event such as heavy braking of the vehicle and/or a crash.

Preferably, the sensor set comprises an image sensor such as a camera. Accordingly, the corresponding sensor data may comprise images and/or a sequence of images generated from the image sensor. Said sequence of images may be processed and/or stored in the form of a video. Advantageously, this can improve the space utilisation of the sequence of images. Preferably, the mobile device is arranged to receive a user input to store a user-selected image or sequence of images to the memory. The image sensor data may be processed to determine safety information and feedback said safety information to the driver. For example, the mobile device may be controlled to determine the proximity of the mobile device to other vehicles. Said determination may be via comparing the apparent size of the number plate of other vehicles in an image with a known size of a standard number-plate, and from that the distance to those other vehicles. Thus, the mobile device can make a determination that another vehicle is too close, and issue a warning to the driver to slow down to avoid a collision. Similarly, images of the road ahead may be processed to determine whether a vehicle is drifting out of lane (e.g. because the driver is falling asleep). In response to such a determination, an alert can be issued. Similarly, images of road signs may be processed to assess driver behaviour.

It will be appreciated that the mobile device may comprise a plurality of image sensors. For example, the mobile device may have a forward-facing camera and a rear-facing camera. Accordingly, it may be possible to view images of the road ahead, external to the vehicle, and also from inside the vehicle. In particular, the mobile device may be arranged to capture images or a sequence of images of the driver. Images of the driver may be processed to make a safety determination. For example, the images may be processed to detect whether the driver is falling asleep. In particular, a blink rate of the driver may be detected by processing the image data. Similarly, a determination may be made whether the driver has their eyes closed. In response to such a determination that a driver is falling asleep, the mobile device may be arranged to issue an alert so as to wake the driver.

Preferably, the sensor set comprises an audio sensor such as a microphone. Accordingly, the corresponding sensor data may comprise audio data.

Advantageously, an image sensor and/or an audio sensor can provide an important record of an event such as a crash.

Preferably, the sensor set comprises a positioning module arranged to determine the position of the mobile device. The positioning module may comprise a GPS module. The positioning module may be arranged to utilise the wireless telecommunication module to self-localise, for example by determining a position relative to one or more mobile telecommunication cell towers. Advantageously, the positioning module can allow the mobile device to determine its position (and so the position of the vehicle) overtime. Accordingly, the positioning module can thus determine the speed of the mobile device and vehicle. Thus, the corresponding sensor data may comprise latitude, longitude, elevation, speed and other data obtainable from positioning modules such as GPS modules as is known in the art.

Preferably, the sensor set comprises an orientation sensor for determining the orientation of the mobile device. Said orientation sensor may comprise an electronic compass for determining a bearing, and so the direction in which the mobile device is facing. Accordingly, the corresponding sensor data may comprise orientation and bearing data. Advantageously, such data can be used to augment the data of the positioning module. Furthermore, the executed application may be arranged to use the data from the orientation sensor to determine whether the mobile device has been fitted to vehicle, and whether the mobile device has been fitted in the correct orientation. Advantageously, the data from the orientation sensor may also be used to determine whether a significant event has occurred, such as the vehicle overturning.

Preferably, the sensor set comprises a user-input device arranged to receive an input from a user. The user input device may comprise at least one of buttons and a touch-sensitive display screen. Advantageously, this allows a user to input data to the mobile device.

Preferably, the mobile device comprises a timer. Preferably, the executed application is arranged to control the mobile device to record sensor data and/or driving information against time as determined by the timer. Accordingly, the timer can be used to time-synchronise sensor data and/or driving information.

Preferably, the executed application is arranged to encrypt the driving information stored on the memory. Advantageously, this reduces the possibility of said driving information being modified without authorisation. This is an important consideration when such driving data may be used as evidence, for example, when determining the cause of an accident.

Preferably, the mobile device is arranged to interface with an external device to receive external driving information from said external device. It will be appreciated that the sensor set on board the mobile device may be supplemented by a sensor set external to the mobile device. For example, the external device may be an engine management system of the vehicle and/or the external device may be arranged to connect to the on-car data network of the vehicle. Thus, the external device may have access to information associated with the behaviour of the vehicle (for example, the speed of the vehicle, how much the brake pedal is being pressed, etc.). Such driving information can be processed and/or stored by the mobile device under control of the executed application in a manner similar to driving information derived from sensor data internal to the mobile device.

Preferably, the mobile device is arranged to interface with an external device wirelessly, for example via a Bluetooth® connection. Advantageously, this removes the need for the mobile device to be physically connected to the external device. As will be appreciated, following a driving period, a user may want to leave the vehicle and so take a personal mobile telecommunication device with them, and so a wireless interface with such an external device obviates the inconvenience of physically detaching and then subsequently re-attaching the mobile device.

Preferably, the mobile device is further controlled by the application to determine a unique identifier associated with the mobile device and retrieve from the memory and transmit via the wireless telecommunication module to a remote system said driving information paired with said unique identifier.

Advantageously, by pairing an identifier uniquely associated with the mobile device enables the remote system to unambiguously determine the source of the driving information. Accordingly, said driving information can be matched to a particular driver and/or vehicle. This is particularly useful when assessing a risk profile of said driver.

Preferably, the mobile device is controlled by the executed application to process the driving information to generate a driving score. The driving information may comprise the driving score.

Preferably, the mobile device comprises a display screen. Preferably, the display screen is touch-sensitive. Advantageously, the display screen may thereby be user-interactable. Preferably, the mobile device comprises a graphical user interface (GUI). The graphical user interface comprises user-interactable artefacts such as buttons. Preferably, the user-interactable artefacts may be displayed on the screen and receive a user input for selection or control of those artefacts. The mobile device may be controlled to selectively hide those artefacts in dependence on the state of the mobile device.

Preferably, the mobile device is controlled by the application to provide feedback about the driving information and/or values of the sensor data. Ideally, such feedback is via the display screen. For example, a detected speed may be displayed, a time elapsed may be displayed, a bearing/heading may be displayed, a detected position may be displayed and/or a detected image or sequence of images may be displayed (e.g. via a video feed).

According to a second aspect of the present invention there is provided a first mobile telecommunications device for logging driving information associated with a vehicle, the first mobile telecommunications device comprising: a sensor set comprising a positioning module and at least one of an image sensor, an audio sensor or an accelerometer; a touch screen including a graphical user interface for receiving user input and for displaying a geographical map; a processor operatively connected to the sensor set and the touch screen; a wireless communications module operable to download an application, the wireless communications module being operatively connected to the processor;; and a memory for storing the driving information operatively connected to the processor; the processor, through its connection to the touch screen, using a user input received via the touch screen indicating a geographic destination location; and determining in use, using the sensor data received though its connection to the sensor set, a current location of the first mobile telecommunications device; the processor, through its connection to the touch screen, sending instructions for the touch screen to display: a geographical map showing the current location as a start location and the destination location; a geographic route between the start location and the destination location; and an icon representing the current location of the mobile device; the processor, through its connection to the sensor set, using the sensor data received from the sensor set to determine processor is not coupled to the vehicle sensors, the processor derives a start of a driving period during which the first mobile telecommunications device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, processing the sensor data received from the sensor set during the driving period to derive, in use, driving information associated with how the vehicle is driven; the processor, though its connection to the memory, in use, storing a selection of the driving information to the memory; the processor, though its connection to the touch screen, providing instructions for the touch screen to display the current location of the first mobile telecommunications device on the geographical map during the driving period; the processor, through its connection to the sensor set, processing the sensor data received from the sensor set to determine, in use, an end of the driving period during which the first mobile device is removably installed to the vehicle and the vehicle is in use; the wireless communications module, through its connection to the processor, obtaining journey end data from the processor and transmitting a journey end data signal including the journey end data, to a central server indicating the location of the first mobile telecommunications device at the end of the driving period; wherein the processor is not coupled to the vehicle sensors, the processor derives driving information without data from sensors of the vehicle, and the processor is controlled by the downloaded application to detect occurrence of a predetermined event and in response take at least one predetermined action.

There is also described a mobile telecommunications device adapted for installation to a vehicle and configured to log driving information associated with the vehicle when driven, the mobile device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, an accelerometer and a positioning module; a processor for processing sensor data from at least the sensor set to derive said driving information; a memory for storing said derived driving information; a wireless telecommunications module operable to download a controlling application; and a registration means for registering the start of a driving period during which the mobile device is installed to the vehicle and the vehicle is being driven by a driver; wherein, the processor is arranged to process sensor data from the sensor set during the driving period to derive driving information associated with when and/or how the vehicle is driven and store a selection of the driving information to the memory.

According to a third aspect of the present invention there is provided a mobile telecommunications device for logging driving information associated with a vehicle, the mobile telecommunications device comprising: a sensor set comprising a positioning module and at least one of an image sensor, an audio sensor or an accelerometer; a user interface for receiving a user input indicating a geographic destination location; a processor operatively connected to the sensor set and the user interface; a wireless communications module operable to download an application, the wireless communications module being operatively connected to the processor; and a memory for storing the driving information operatively connected to the processor; the processor, through its connection to the user interface, using a user input received via the user interface, and determining, in use, a geographic location of a journey destination location; the processor, through its connection to the sensor set, uses sensor data received from the sensor set during a driving period to determine, in use, a geographic current location of the mobile telecommunications device; the processor, through its connection to the user interface, sending instructions for the user interface to display data representing journey information between the current location and the destination location, the journey information including an expected arrival time at the destination location and a distance to the destination location; the processor, through its connection to the sensor set, using the sensor data received from the sensor set to determine, in use, a start of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period to derive, in use, driving information associated with how the vehicle is driven; the processor, through its connection to the memory, in use, storing a selection of the driving information to the memory; the processor determining, in use, an end of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set to determine, in use, a geographical location of the mobile device once the end of the driving period has been determined; and the wireless communications module, through its connection to the processor, obtaining journey end data from the processor and transmitting, in use, a journey end data signal including the journey end data to a remote server indicating the location of the mobile telecommunications device at the end of the driving period; wherein the processor is not coupled to the vehicle sensors, the processor derives driving information without using data from sensors of the vehicle, and the processor is controlled by the downloaded application to detect occurrence of a predetermined event and in response take at least one predetermined action.

There is also described a mobile telecommunications device adapted for installation to a vehicle and configured to log driving information associated with the vehicle when driven, the mobile device comprising: a sensor interface arranged to receive sensor data from a sensor set; a processor for processing the sensor data to derive said driving information; a memory for storing said derived driving information; a wireless telecommunications module operable to download a controlling application; and a registration means for registering the start of a driving period during which the mobile device is installed to the vehicle and the vehicle is being driven by a driver; wherein, the processor is arranged to process sensor data from the sensor set during the driving period to derive driving information associated with when and/or how the vehicle is driven and store a selection of the driving information to the memory.

Preferably, the sensor interface is arranged to receive sensor data from a sensor set external to the mobile device. Preferably, the sensor interface is arranged to interface with an external device as described in relation to the first aspect of the present invention. Advantageously, this enables a mobile device to utilise a richer or better equipped sensor set than that local to the mobile device.

According to a fourth aspect of the present invention there is provided a first mobile telecommunications device for logging driving information associated with a vehicle, the first mobile telecommunications device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, a positioning module and an accelerometer; a user interface for receiving a user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module operable to download an application, the wireless communications module being operatively connected to the processor; and a memory for storing the driving information operatively connected to the processor; the processor, through its connection to the sensor set, using sensor data received from the sensor set to determine, in use, a start of a driving period during which the first mobile telecommunications device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period, to derive, in use, driving information associated with how the vehicle is driven; the processor, through its connection to the memory, storing, in use, a selection of the driving information to the memory; the processor through its connection to the sensor set, using the sensor data to determine, in use, an end of the driving period during which the first mobile device is removably installed to the vehicle and the vehicle is in use; the wireless communications module, through its connection to the processor, obtaining journey end data from the processor and transmitting, in use, a journey end data signal including the journey end data to a central server indicating the location of the first mobile telecommunications device at the end of the driving period; the wireless communications module, through its connection to the processor, obtaining at least some of the stored driving information and transmitting, in use, at least some of the stored driving information to either the central server or to a second mobile telecommunications device located in the vicinity of the first mobile telecommunications device; wherein the processor is not coupled to the vehicle sensors, the processor derives driving information without using data from the sensors of the vehicle, and the processor is controlled by the downloaded application to detect occurrence of a predetermined event and in response take at least one predetermined action.

There is also described a mobile device adapted for installation to a vehicle and configured to log driving information associated with the vehicle when driven. Preferably, the mobile device comprises a sensor interface arranged to receive sensor data from an external sensor set. The mobile device may comprise an internal sensor set. Preferably, the mobile device comprises a processor for processing the sensor data to derive said driving information. Preferably, the mobile device comprises a memory for storing said derived driving information. Preferably, the mobile device is a mobile telecommunication device, comprising a wireless telecommunications module. Preferably, the wireless telecommunications module is operable to download an application. Preferably, the mobile device comprises a registration means for registering the start of a driving period during which the mobile device is installed to the vehicle and the vehicle is being driven by a driver. Preferably, the processor is arranged to process sensor data from the sensor set during the driving period to derive driving information associated with when and/or how the vehicle is driven. Preferably, the mobile device is arranged to store a selection of the driving information to the memory. Preferably, the mobile device is arranged to transmit a selection of the driving information via the wireless telecommunication module. The mobile device may be arranged to transmit a selection of the driving information via the wireless telecommunication module to a remote system such as a remote data-logging system. Advantageously, transmitting (rather than storing) selected driving information prevents storage space local to the mobile device being used up.

According to a fifth aspect of the present invention there is provided a mobile telecommunications device for monitoring user activity during a vehicle journey, the mobile telecommunications device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, a positioning module and an accelerometer; a user interface for receiving a user input; a processor including at least one timer function operatively connected to the sensor set and the user interface; a wireless communications module operable to download an application, the wireless communications module being operatively connected to the processor; and a memory operatively connected to the processor; the processor, through its connection to the sensor set, using sensor data received from the sensor set to determine, in use, a start of a driving period during which the mobile telecommunications device is present in the vehicle and the vehicle is in use; the processor, through its connection to the user interface, monitors, in use, user interaction with the user interface during the driving period; the processor resets and actuates, in use, the at least one timer function from a last monitored user interaction with the user interface since the start of the driving period; the processor determines, in use, if a predetermined time period has lapsed since the last monitored user interaction; and the processor actuates, in use, an alarm function of the mobile telecommunications device if the predetermined time period has lapsed.

According to a sixth aspect of the present invention there is provided a mobile telecommunications device for use in a ride sharing journey, the mobile telecommunications device comprising: a sensor set comprising at least a geographic positioning module; a user interface for receiving user input and enabling the composition of a request message; a processor operatively connected to the sensor set and the user interface; a wireless communications module operable to download an application and to transmit the request message and receive a response, the wireless communications module being operatively connected to the processor; and a memory operatively connected to the processor; the processor, through its connection to the user interface, receiving, in use, the request message prior to the start of the ride sharing journey for a vehicle and driver for the ride sharing journey from a current location to a specified geographic location; and determining, in use, through its connection to the sensor set comprising the geographic positioning module, the current location; the processor, through its connection to the wireless communications module, providing the request message to the wireless communications module and the wireless communications module transmitting, in use, the request message to a remote server; the wireless communications module receiving, in use, a response message from the remote server to the request message, wherein the response message includes data confirming the identity of the vehicle and the identity of the driver assigned to the requested ride share journey and estimated time of arrival of the vehicle to the specified geographic location, and wherein the response message includes a recent visual image of the face of the driver of the assigned vehicle; the wireless communications module forwarding, in use, through its connection to the processor, the response message to the processor; and the user interface, through its connection to the processor, receiving the response message and displaying, in use, on the user interface, the recent visual image of the face of the driver of the assigned vehicle such that the identity of the driver of the assigned vehicle can be confirmed by comparison with the displayed recent visual image

According to a seventh aspect of the present invention there is provided a driver mobile telecommunications device for tracking a rideshare journey in a rideshare vehicle, the driver mobile telecommunications device comprising: a sensor set comprising a geographic positioning sensor and at least one of an image sensor, an audio sensor and an accelerometer; a user interface for receiving a driver input; a processor operatively connected to the sensor set and the user interface; a wide area network wireless communications module operable to download an application from a remote server, the wide area network wireless communications module being operatively connected to the processor; a Bluetooth communications processor for establishing a local wireless communications channel with a passenger mobile telecommunications device, the Bluetooth communications processor being operatively connected to the processor; a memory operatively connected to the processor; the driver mobile telecommunications device being removably installed to the vehicle; the processor, through its connection to the wide area network wireless communications module, receiving, in use, a request message from a remote server; the request message including a geographic destination location for a requested passenger journey; the wide area network wireless communication module, through its connection to the processor, receiving, in use, a driver response message from the processor and transmitting in use the response message to the remote server, the driver response message including an acceptance of the requested passenger journey, the current geographic location of the mobile telecommunications device as determined from the geographic positioning module; the Bluetooth communications processor, through its connection to the processor, receiving instructions from the processor to connect to the passenger mobile telecommunications device and establishing, in use, the local wireless communications channel with the passenger mobile telecommunications device; the sensor set, determining, during a passenger journey, sensor data comprising route and current position information regarding the passenger journey; and forwarding, through its connections to the processor, the sensor data to the processor; and the Bluetooth communications processor, receiving through its connection to the processor, sensor data and transmitting, in use, over the local wireless communications channel, sensor data including the route and current position information to the passenger mobile telecommunications device for display to the passenger.

According to an eighth aspect of the present invention there is provided a driver mobile telecommunications device for use during a rideshare journey in a rideshare vehicle, the driver mobile telecommunications device comprising: a sensor set comprising a geographic positioning sensor and at least one of an image sensor, an audio sensor and an accelerometer; a user interface for receiving driver user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module operatively connected to the processor; a memory operatively connected to the processor; the driver mobile telecommunications device being removably installed to the vehicle; the wireless communications module, receiving, in use, a warning message from a remote server and forwarding, in use, through its connection to the processor, the warning message to the processor, the warning message including an instruction regarding a hazard at a geographic destination associated with the rideshare vehicle's current geographic location or a geographic location associated with the current rideshare journey, processing the instruction in the warning message, and executing an action within the rideshare vehicle using at least one of its operative connections to the user interface, the wireless communications module and the memory during the rideshare journey as a result of processing the instruction.

According to a ninth aspect of the present invention there is provided a mobile telecommunications device for use in a vehicle during a vehicle journey, the mobile telecommunications device comprising: a sensor set comprising a geographic positioning sensor and at least one of an image sensor, an audio sensor and an accelerometer; a user interface for receiving a user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module for communicating with a remote server, the wireless communications module being operatively connected to the processor; a memory for storing data operatively connected to the processor; the mobile telecommunications device being removably installed to the vehicle during the vehicle journey; the processor, receiving, in use, an alert signal indicating the presence of an unsafe driving feature in the current vicinity of the vehicle, through its connection to the sensor set, or the alert signal through its connection to the user interface; the geographic positioning sensor, determining, in use, a geographic location at which the alert signal was received and forwarding, in use, through its connection to the processor, the geographic location to the processor; the processor, through its connection to the memory, recording, in use, to the memory, the geographic location and further information describing the characteristics of the unsafe driving feature; and the wireless communications module, receiving, though its connection with the processor, the recorded geographic location where the unsafe driving feature was detected and the further information describing the characteristics of the unsafe driving feature, and transmitting, in use, to the remote server, a reporting message including both the recorded geographic location and the further information.

According to a tenth aspect of the present invention there is provided a mobile telecommunications device for providing an in-vehicle driver warning system during a vehicle journey using sensed driving information and local traffic information, the mobile telecommunications device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, a geographic positioning sensor and an accelerometer; a user interface for receiving user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module for communicating with a remote server, the wireless communications module being operatively connected to the processor; the processor, through its connection to the user interface, determining, during the vehicle journey, using the inputs received by the user interface, or through its connection to the sensor set, using sensor data received from the sensor set, a start of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period to derive, in use, the sensed driving information associated with how the vehicle is driven; the processor, through its connection to the wireless communications module, receiving the local traffic information obtained from the wireless communications module, the local traffic information concerning other vehicles in the vicinity of the mobile telecommunications device; the processor using, in use, the local traffic information and the driving information and determining if the current relative position and speed of the vehicle exceeds a threshold profile; and wherein the processor generates, in use, a warning signal if the current relative position and speed of the vehicle exceed the threshold profile, and, through its connection to the user interface, transmits the warning signal to the user interface for warning the driver of the vehicle.

For brevity, it will be understood that features, functions and advantages of different aspects of the present invention may be combined or substituted where context allows. For example, features, functions or advantages of the mobile device described in relation to the first to fourth aspects of the present invention may be provided as method steps in the method of logging driving information according to the fifth aspect of the present invention.

It is also to be appreciated that any functionality which can be carried out in software configuring a processor can also be achieved through the use of physical hardware such as by the use of PLAs (Programmable Logic Arrays), and that this functionality is entirely a result of the new interconnections between the elements of the arrays.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that the invention may be more readily understood, reference will now be made, by way of example, to the accompanying drawings in which:

FIG. 1 is a schematic illustration of a system within which the mobile device of various embodiments of the present invention may be used;

FIG. 2 is an illustration of the automobile of FIG. 1 configured with a mobile device in accordance various embodiments of the present invention;

FIG. 3 is a schematic illustration of the functional components of the mobile device of FIG. 2;

FIG. 4a is a process flow chart, illustrating method steps executable by the mobile device of FIGS. 2 and 3;

FIG. 4b is a more detailed process flow chart, providing an example of how a driving incident or event may be detected in accordance with embodiments of the present invention;

FIGS. 5 to 24 illustrate a graphical user interface of the mobile device according to FIGS. 1 to 4 b;

FIG. 25 is a schematic illustration of a system within which the mobile device of various additional embodiments of the present invention may be used;

FIG. 26 is an illustration of the automobile of FIG. 1 configured with a driver mobile device and a passenger mobile device in accordance various additional embodiments of the present invention; and

FIG. 27 is a schematic illustration of a driver mobile telecommunications device and a passenger mobile telecommunications device displaying a route map during a rideshare journey.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Specific embodiments are now described with reference to the appended figures.

A preferred embodiment of the present invention relates to a mobile telecommunications device for recording events associated with a vehicle, such as a car. In particular, the mobile telecommunications device is loaded with an application—a ‘mobile app’—which is arranged to record and document the events surrounding an incident involving the vehicle (a ‘driving incident’), such as a vehicle collision. The mobile application may be referred to as the ‘Witness’ application in the ensuing description.

FIG. 1 illustrates a system 1 within which a vehicle, such as an automobile 3 configured with a mobile telecommunications device executing the Witness application, may communicate with one or more remotely located devices or systems. Such devices may relate to one or more servers, such as an insurance server 5, an emergency services server 7, a content provider server 9, and a personal computer 11. Communication between the automobile 3 and the one or more remotely located devices 5, 7, 9, 11 may be effected via a shared communication network 13. The shared communication network may relate to a wide area network (WAN) such as the Internet, and may also comprise telecommunications networks. For example, the mobile telecommunications device of the present embodiments may be arranged to communicate with any one of the remotely located devices 5, 7, 9, 11 via a mobile telecommunications base station 15, which is coupled to the shared mobile telecommunications network 13.

A main purpose of the mobile telecommunications device, when arranged within a vehicle in motion, such as the illustrated automobile 3, is to monitor and process sensor data captured by the mobile device, to derive driving information associated with the moving automobile 3. As mentioned previously, this driving information is subsequently used by the mobile device to determine if a driving incident or event has occurred. The term “driving incident” as used within the present context may relate to an event such as a collision, a near-miss, dangerous driving, erratic driving or similar. Similarly, the driving information may be used as a means for monitoring a driver's driving performance, and determining a driving characteristic, or user profile for the subject driver. In other words, the sensor data and/or the driving information may be used to determine for example, if the driver is a cautious driver, or a reckless driver. This information may be used, for example by an insurance provider, to conduct a risk assessment and to tailor an insurance premium to the subject driver on the basis of a determined driving characteristic. Further details of this alternative embodiment are described below.

The mobile telecommunication device's functionality is provided by the Witness application, which is installed in the device's local non-volatile storage, and which is executed by the device's native processor. The application may be downloaded to the mobile device via the shared communications network 13 and telephone base station 15, from the content provider server 9.

In use (once the application has been configured for execution on the mobile telecommunications device), when a driving incident has been detected by the mobile telecommunications device, data, comprising one or more of mobile device sensor data, derived driving information, and captured image data may be automatically forwarded to one or more of the remotely located devices 5, 7, 9, 11. For example, the mobile device may be configured such that when a driving incident is detected, such as a collision involving an automobile 3, driving information (including image data captured by the mobile device) derived from the sensor data is automatically forwarded to the insurance server 5, via the base station 15 and shared communications network 13. In this way, data relating to the driving incident (a collision in this example), is automatically forwarded to the automobile user's insurance provider, for use in claim settlement, and/or to determine culpability.

Similarly, once a driving incident has been detected, data may also be automatically forwarded to the emergency services server 7. For example, such data may comprise the position information of the automobile 3, along with an automated S.O.S. message requesting assistance from the emergency services. Forwarded data may also comprise sensor data, and any relevant derived driving information, such as speed of impact, the g-forces the vehicle was subjected to during the collision, or any other information wherefrom the severity of the collision may be determined, and which may be used to assist the emergency services in coordinating the appropriate level of response.

Optionally, an electronic message may be sent to a personal contact preselected by the user. For example, an automated message, such as an e-mail, may be forwarded to the PC 11 of the user nominated personal contact, informing the personal contact that the user of the vehicle 3 has been involved in a driving incident. Similarly, and due to the mobile device's telecommunications functionality, an electronic text message, such as an SMS (Short Message Service) may be forwarded to the telephone of the user selected personal contact, informing the contact of the driving incident. The mobile device may equally be arranged to communicate with a personal contact via any known electronic messaging service and/or instant messaging service too. For example, via Apple's® iMessage, or RIM's® BlackBerry Messenger (BBM) service.

This functionality of forwarding a message to a nominated contact may also be of particular benefit for managing large fleets of vehicles. For example, a car hire service. In this way, if any of the vehicles comprised in the fleet are involved in a driving incident, the car hire service may be automatically notified of the identity of the specific vehicle involved in the driving incident. In such embodiments, the nominated personal contact would be preselected by the vehicle fleet manager. The option of providing a second user selected personal contact is also envisaged. In this way, a message may be forwarded to both the car hire service for example, and to the driver's selected personal contact.

In preferred embodiments the mobile telecommunications device relates to a mobile telephone having native processing functionality, and preferably relates to a smartphone. Preferably, the mobile telephone comprises a camera arranged to enable image capture, and preferably arranged to enable a sequence of images to be captured taken in temporal succession. In other words, in preferred embodiments the mobile telephone comprises a camera configured to enable video footage of a sequence of events to be captured.

Alternatively, the mobile telecommunications device may relate to a PDA, a notepad such as an iPad®, or any other mobile device comprising local processing means and means for communicating with a telecommunications network.

FIG. 2 provides a more detailed view of the automobile 3 of FIG. 1, and illustrates a preferred arrangement of the mobile telecommunications device 17 within the automobile 3. In the illustrated embodiment, the mobile telecommunications device 17 relates to a smartphone configured with an image capture device, such as a camera. Preferably, the device 17 is arranged within the vehicle, such that the camera has a clear line of sight of the road in the principle direction of travel of the automobile 3. For example, the device 17 may be attached to the windshield 19 of the automobile 3 in an adapter 21. The adapter 21 may comprise a flexible telescopic arm, configured with a suction cup at one end for affixing the adapter to the windshield 19, and a dock arranged at the opposite end for securely holding the telecommunications device 17 in place. The telescopic arm enables the position of the device 17 to be varied, such that a clear line of sight in the direction of travel may be obtained.

The details of the adapter 21 are irrelevant for present purposes, with the exception that it must enable a clear line of sight in the principle direction of travel of the vehicle to be obtained, and it must firmly affix the mobile to the vehicle. Affixing the mobile telecommunications device 17 to the automobile 3, ensures that the mobile device 17 is able to accurately capture the automobile's state of motion. By principle direction of travel is intended the main direction of travel of the vehicle when operated in a conventional way, indicated by the arrow A in FIG. 2. In other words, the forward direction of travel. The skilled reader will appreciate that whilst most vehicles, such as an automobile, may have more than one direction of travel (e.g. travelling backwards when in reverse gear), the majority of vehicles have a primary direction of travel, which is the intended direction of travel for any transit of substantial length and/or distance. Arranging the telecommunications device 17 relative to the direction of principal travel, ensures that the camera (not shown) of the telecommunications device 17 is well placed to capture any image data which may be pertinent to a subsequently detected driving incident, such as a collision.

FIG. 3 is a schematic of the modular components of the mobile telecommunications device 17 of FIG. 2. Preferably the mobile telecommunications device 17 comprises: an image capture module 21, an accelerometer 23, a GPS receiver 25, an audio capture module 27, a communications module 29, a processor module 31 and a storage module 33. The image capture module 21, accelerometer 23, GPS receiver 25, and audio capture module 27 form a sensor set and are generically referred to as data capture modules in the ensuing description, and are differentiated from the communications module 29, processor module 31 and storage module 33, in that they comprise sensors for sampling physical data.

This sampled physical data, which is also referred to as sensor data, is subsequently processed by the processor module 31 and stored in the storage module 33.

The image capture module 21 may relate to any image capture device, such as an integrated camera commonly found in smartphones or similar mobile devices. As mentioned previously, the image capture module 21 is preferably configured to capture a plurality of images taken in temporal succession, such as provided by a video camera.

The accelerometer 23 is arranged to provide information regarding the motion of the automobile 3 along all three dimensional axes. For example, the accelerometer 23 provides information regarding the pitch, yaw and roll of the automobile 3. Sensor data captured from the accelerometer 23 may be used to determine the g-forces the automobile has been subjected to. This is particularly useful in determining the severity of a collision. In general, the greater the g-forces experienced in a collision, the greater the risk of serious injury to the passengers of the vehicle. This information may assist the emergency services in forming an initial assessment of the severity of a collision. Furthermore, this type of data may also assist the emergency services and/or insurance provider to obtain a better understanding of the driving incident. For example, in the event of a collision, this data may assist the emergency services and/or insurance provider to obtain a better understanding of how the collision occurred. This information may subsequently be used for dispute resolution, and/or for determining culpability.

The GPS receiver 25 is arranged to provide location information, such as positional coordinates, and can also provide velocity information. When combined with the accelerometer sensor data, the GPS receiver data can be used to provide a very accurate model of a driving incident, such as a collision. In particular, the GPS sensor data provides velocity data, such as the velocity of impact. The velocity data enables one to determine if a vehicle was being driven at speeds greater than the legally permitted maximum speeds.

The audio capture module 27 provides means, such as a microphone, for recording audio data, which might be generated by a driving incident. This includes any sounds generated externally to the vehicle, for example the sound of an impact, or the sound of the crumple zone being crushed. Additionally, sounds generated internally to the vehicle are also recorded. Such audio data may also help to recreate a driving incident, and understanding the causes of the incident.

The communication module 29 provides the mobile telecommunications device 17 with functionality for communicating with the remotely located devices 5, 7, 9, 11 of FIG. 1. The communication module 29 comprises a wireless telecommunications sub-module 31 enabling communication over a telecommunications network. An optional Wi-Fi communication sub-module is also envisaged. Similarly, the presence of wired communication modules are also envisaged, such as a USB port and/or an IEEE 1394 interface (more commonly known as FireWire^(TM)) to support wired communication with a remote device, such as a personal computer or similar. Such a connection may be useful for the purposes of side-loading the application to the mobile device.

As mentioned previously, sensor data captured from any one of the aforementioned data capture modules 21, 23, 25, 27 is processed by the processor module 33, to generate driving information. By driving information is intended any data which may be derived from raw sensor data captured by any one of the aforementioned modules 21, 23, 25, 27. For example, g-force data is driving information which is derived from the sensor data sampled by the accelerometer 23. The skilled reader will be familiar with the plurality of types of driving information that may be derived from sensor data sampled by the aforementioned modules, and accordingly a complete list of the different types of driving information that may be derived from sampled sensor data is omitted for brevity.

The processor module 33 is also configured to analyse sampled sensor data and generated driving information to determine if a driving incident has occurred (described in more detail below).

Sampled sensor data is stored in storage 34, which is operatively coupled to the processor module 33, along with any generated driving information. The storage 34 is preferably configured with a FIFO (First In First Out) storage buffer 34 a, and a permanent storage component 34 b. In preferred embodiments, the data capture modules are configured to sample data at periodic intervals. Preferably, these intervals are sufficiently small, of the order of milliseconds, such that for practical purposes the data capture modules may be considered to sample data continuously. The sampled data, along with any derived driving information is preferably stored in the storage buffer 34 a, unless a driving incident has been identified, in which case the associated sensor data and driving information is stored in the permanent storage component 34 b to avoid undesirable overwriting.

In preferred embodiments, the FIFO storage buffer 34 a is provided with a finite amount of storage space. Nonetheless, said storage space may be predefined by the user as will be described below. In any case, once this storage space has been exhausted, the oldest recorded data is overwritten by newly sampled data, and this cycle of overwriting older data with newly sampled data is continuously carried out during operation of the telecommunications device 17, unless a driving incident has been detected, in which case, and as mentioned previously, all data related to the driving incident is stored in a long term protected storage 34 b to safeguard it from being overwritten by newer data.

In preferred embodiments, the mobile telecommunications device 17 may be configured with a data recording strategy by the user. This might define the frequency with which sensor data is sampled. In other words, how many measurements are made per unit of time. Furthermore, the recording strategy also defines how data is recorded. In preferred embodiments, sampled sensor data is stored in data files in the buffer 34 a. Each data file represents a plurality of sequentially sampled sensor data, captured over a defined period of time, which will be referred to as a ‘data file period’. This is best illustrated by considering captured image data, such as video footage. A video period may be defined, which period defines the unit of physical time covered by captured video footage comprised in a single video data file—this is the data file period for image data. The video data file is subsequently stored in the buffer 34 a. For example, a five minute video period setting, instructs the processor 33 to store all sequentially captured image data captured by the image capture module 21 over a period of five minutes, in a separate video data file. It is to be understood that whilst the image capture module 21 is continuously sampling image data (in other words, it is continuously capturing image data), this plurality of captured image data is grouped together for storage in video data files, each data file representing a five minute data file period.

Sampled sensor data and derived driving information is also continuously analysed by the processor module 33 for the purposes of detecting a driving incident. As soon as a driving incident is identified, the associated sensor data and derived driving information is stored in a data file in accordance with the data recording strategy. Returning to the example described in the preceding paragraph, this entails combining the video footage captured within a temporal window of five minutes leading up to the detected driving incident, in a single video file, and storing this data file in protected storage 34 b. Whilst each different type of sensor data may be recorded in separate data files, in preferred embodiments all the different types of sensor data sampled by the mobile telecommunications device 17 are stored together in a single data file in accordance with the user selected data recording strategy. This means that the five minute data file referred to above, preferably also comprises GPS data, accelerometer data, and audio data sampled over the five minute time period.

Data files are stored in the buffer 34 a, unless they are associated with a driving incident, in which case they are then stored in protected storage 34 b, which cannot be overwritten. Once the storage space comprised in the buffer 34 a has been exhausted, the oldest data file is overwritten by a newer data file.

Data compression methods may also be used in conjunction with the present invention to improve the use of storage. For example, data comprised in data files which have not been associated with a driving incident may be compressed using compression techniques, which techniques will be known to the skilled reader. Similarly, within a data file associated with a driving incident, sensor data captured at time coordinates which are distant from the determined driving incident may be compressed. In this way, the resolution of sensor data which is directly pertinent to a driving incident is maintained, whilst sensor data which may be less relevant to the driving incident is maintained at a lower resolution.

Since the sensors of the mobile telecommunications device 17 are continuously recording sensor data, even when a driving incident is detected, the device 17 may be configured to comprise sensor data and/or driving information recorded/derived shortly after the driving incident in the same data file, since this data may also be relevant for understanding a driving incident. Furthermore, this also enables the mobile telecommunications device to record multiple driving incidents. For example, a multiple collision.

The processor module 33 may be configured with encryption means, enabling stored data files to be encrypted to prevent data tampering. Envisaged encryption means may comprise both software solutions and hardware solutions. For example the processor module may comprise a cryptoprocessor, or the processor may be configured with code to carry out a cryptographic process.

FIG. 4a is a flow chart outlining the method carried out by the mobile telecommunications device 17, to determine if a driving incident has occurred, in accordance with a preferred embodiment. An application is downloaded from the content provider server 9 of FIG. 1, onto the mobile telecommunications device 17, at step 36, as previously described. This may be done over a telecommunications network. The application provides the mobile telecommunications device 17 with the previously described functionality, when executed on the device. The mobile telecommunications device is configured within the vehicle, at step 38. This may comprise affixing the mobile telecommunications device 17 to the vehicle via an adapter, as described previously.

The recording strategy is specified at step 40. As mentioned previously, this comprises setting the period of time that each recorded data file represents. Furthermore, it may also comprise defining the size of the buffer 34 a and/or the number of data files that are to be stored within the buffer. Preferably, the recording strategy is specified only once, upon first use of the mobile telecommunications device 17. Where the recording strategy has already been defined, method step 40 is skipped, and the method continues with step 42.

The start of a driving period is registered, at step 42. The start of the driving period determines when the recording of sampled sensor data begins. The start of a driving period may be manually entered by the user via the application's graphical user interface (GUI). Alternatively, the start of the driving period may be automated. For example, the mobile device 17 may be configured to initiate the driving period once sensor data above a minimum threshold value is recorded, indicative of the vehicle being in motion. For example, once a velocity greater than 20 kilometres per hour is detected.

Alternatively, the start of the driving period may be initiated once the application determines that the mobile telecommunications device 17 has been affixed to the vehicle. For example, the adapter 21 may comprise a registration module (not shown) arranged to register the installation and fixation of the mobile device to the vehicle and/or adapter. The registration module may comprise an NFC device. When the mobile device is brought into close proximity with the registration module, a driving period is initiated.

Once the driving period has been initiated, sensor data is sampled and recorded in storage 34, at step 44. Additionally, the sampled sensor data is used to generate driving information by the processor module 33. The sampled sensor data and the driving information is continuously analysed by the processor module 33, at step 46.

The processor module 33 determines if a driving incident has been detected, at step 48. This is determined on the basis of the analysis carried out at step 46. If a driving incident has been detected, all the sensor data and driving information associated with the data file period, is stored in a data file in protected storage 34 b, at step 50.

There are several ways in which a driving incident may be detected. Preferably, this is an automated process, wherein the processor module 33 determines a driving incident has occurred on the basis of an observed marked variation in sensor data and/or driving information. The term ‘marked variation’ is to be understood to relate to a significant change in sensor data and/or driving information occurring over a very short time period. In other words, a detected impulse in recorded sensor data and/or driving information, indicative of a significant change in the state of motion of the vehicle occurring over a short time period. For example, a sudden increase in the g-forces the vehicle is subjected to, may be indicative of a collision and if observed, result in a driving incident being determined to have occurred by the processor module 33.

Predefined threshold values may also be used to automate the detection of a driving incident. For example, each data type and/or derived driving information (e.g. acceleration, velocity, g-force, pitch, roll, yaw etc.) may be associated with a threshold value. When any one of these threshold values is exceeded, the processor module 33 may be configured to determine that a driving incident has occurred. Similarly, the automated detection of a driving incident may require that a threshold condition associated with a combination of predefined threshold values, each threshold value being associated with a different data type and/or type of driving information, must be exceeded, in order for the processor module 33 to automatically determine that a driving incident has occurred. For example, in the event of a collision, it is reasonable to expect to observe a marked variation in g-force, accompanied by a marked variation in velocity. Accordingly, the threshold condition may require that in order for a collision to be automatically detected, both a marked variation in g-force and a marked variation in speed, in excess of predefined threshold values must be observed.

Similarly, the occurrence of a driving incident may also be recorded manually by the user via the application GUI. This may be beneficial for the purposes of documenting data associated with a low velocity collision—colloquially referred to as a ‘fender-bender’—which may not result in any marked variations in sampled sensor data, and therefore may not be automatically detected.

Once a driving incident, such as a collision, has been detected, and the data file comprising the associated sensor data and driving information has been securely stored in protected storage 34 b, the data file is transmitted to the insurance server 5 of FIG. 1, at step 52. The data file informs the insurance provider that a driving incident has occurred and provides the insurance provider with the sensor data and derived driving information. This data assists the insurance provider in better understanding the collision, in addition to assisting with determining culpability, where more than one vehicle are involved.

Similarly, once a driving incident has been detected, an S.O.S. message may be automatically forwarded from the mobile telecommunications device 17 to the emergency services server 7, at step 54. The S.O.S. message may also comprise sensor data and derived driving information, which may assist the emergency services in coordinating their response.

As mentioned previously, the mobile telecommunications device 17 will continue to sample and record sensor data even once a driving incident has been detected, unless the mobile telecommunications device 17 detects that the driving period has terminated, at step 56. If the driving period has terminated, the present method is terminated and the device stops recording sensor data. The end of a driving period may be automatically detected by the processor module 33, if certain conditions are met. For example, if the measured velocity of the vehicle remains zero for a predetermined period of time, the processor module 33 may infer that the vehicle is stationary and no longer being driven, and accordingly ceases recording sensor data, and the method is terminated. If instead the processor determines that the driving period has not yet terminated, a new data file period is initiated, at step 58, and steps 44 through 62 are repeated.

Where a driving incident is not detected at step 48, the processor module 33 will determine if the data file period has expired, at step 60. If the data file period has expired, then the sensor data and the derived driving information generated during the data file period is combined and stored in a single data file, for storage in the buffer 34 b, at step 62. The processor 3 then determines, at step 56, if the driving period has terminated. If the driving period has not terminated, a new data file period is initiated, at step 58. The mobile telecommunications device 17 continues to sample sensor data, to derive driving information, and steps 44 through 62 are repeated, until the driving period is determined to have terminated.

FIG. 4b provides more detail regarding how a driving incident may be automatically detected (i.e. steps 46 and 48 of FIG. 4a ) in a preferred embodiment, where the mobile telecommunications device 17 is configured to sample audio data, accelerometer data, and GPS data only. Each one of these types of data is analysed in turn, at steps 64, 66 and 68. The analysis may comprise comparing measured sensor data and/or derived driving information with a data model. The model may comprise defined threshold values for different data types. Sampled sensor data and/or driving information may be compared with the data model to determine if a driving incident has occurred.

For example, the analysis of sampled audio data, at step 64, may comprise comparing the recorded audio data with predetermined audio data models representing specific sounds. Such sounds may relate to the sound of tyre squeals, the sound of deforming metal, the sound of breaking glass, passenger screaming and/or shouting, the sound of airbag deployment, and any other sound which may be associated with a driving incident. Effectively, this may be considered audio fingerprinting, which serves to identify specific sounds associated with a driving incident by carrying out a signal profile analyses of the audio signal captured by the audio capture module 27. To achieve this, the storage device 34 may comprise a database of prestored audio sound files. The audio sound files represent sounds associated with a driving incident. The captured audio signal is compared with the sound files comprised in the database, to identify matches between the captured audio signal and the database of sound files. This facilitates the audio fingerprinting of specific sounds, indicative of a driving incident, present within the captured audio data signal captured by the audio capture module 27.

Similarly, the analysis of sampled accelerometer data, at step 66, may comprise comparing the sampled data with predetermined accelerometer data models. The data models represent specific states of motion of the vehicle. For example, this might comprise defining threshold values for yaw, pitch and roll, which if exceeded, indicate a state of motion of the vehicle indicative of a driving incident. For example, a measured yaw value above a predetermined threshold value may be indicative of the vehicle having lost traction and is fishtailing and/or skidding. Similarly, a roll and/or pitch value above a predetermined threshold value may be indicative of the vehicle having overturned.

Accelerometer sensor data is also used for deriving driving information such as g-forces. Analysis of g-force data is also used to determine if a driving incident has occurred. For example, approximate g-force values for detecting certain driving incidents are as follows:

-   -   Harsh braking—a deceleration of greater than 2.5 m/s² or forward         G-force of greater than 0.7G for more than 400 msec.     -   Harsh acceleration—from stationary, an acceleration greater than         2.5 m/s² or backward G-force of greater than 0.7G for more than         800 msec.     -   Harsh swerving—lateral G-forces greater than 0.7G for more than         400 msec.

The data models are preferably preconfigured and are comprised within the application executed on the mobile telecommunications device. Different data models are used depending on the type of vehicle the telecommunications device is being used with. Different vehicle types will experience different states of motion during regular operation, which must be considered in determining if a driving incident has occurred. For example, a motorcycle will display more roll and/or pitch than an automobile during regular operation. Accordingly, different data models and/or threshold values must be used to automate the identification of a driving incident for different vehicle types. The specific data models used may be selected during an initial configuration of the mobile telecommunications device, by indicating the type of vehicle the device is being used with.

On the basis of the audio data analysis and the accelerometer data analysis, the mobile telecommunications device determines, at step 72, if a driving incident has occurred. If it is determined that a driving incident has occurred, then the telecommunications device proceeds with step 50 of FIG. 4a . If instead a driving incident is not detected, the telecommunications device proceeds with step 60 of FIG. 4a .

The GPS data analysis, at step 68, comprises analysing positional data and velocity data for any anomalous readings. For example, a sudden deceleration followed by a zero-velocity reading lasting a predetermined period of time, may be indicative of a collision. If such a zero-velocity reading is observed at step 70, in conjunction with anomalous audio and/or accelerometer sensor at step 72, then a driving incident is determined and the mobile telecommunications device proceeds with step 50 of FIG. 4a . This is a further example of a threshold condition, discussed previously.

The previously described mobile telecommunications device and method may also be used to monitor and generate a driver profile. The driver profile may be indicative of the type of driver a user is. For example, this may comprise determining if a user is a calm and patient driver, or an aggressive driver. Also, this may comprise determining whether a user regularly flouts speed limits, and/or ignores safety distances. This type of information may be used by an insurance provider to conduct a personalised risk assessment for individual users. Insurance premium rates may then be tailored to the specific user on the basis of the personalised risk assessment.

For example, analysis of captured image data, such as video footage, may be used to determine if a user regularly flouts safety distances. In preferred embodiments, the mobile telecommunications device is arranged within the subject vehicle to have a clear line of sight of the road in the direction of principle motion. Accordingly, the number plate of any vehicle preceding the subject vehicle will be captured by the image capture module. Since the physical dimensions of number plates are standardised and known in each country, they may be used as a metric to scale the captured image. When combined with the known optical characteristics of the image capture module, this enables the distance of the image capture module from the image object (i.e. the preceding vehicle) to be determined at the time of image capture. This information may then be used to see if a user adheres to recommended safety distances. A user that is observed to regularly flout recommended safety distances, may be considered to represent a greater risk, and accordingly may be required to pay a greater insurance premium than a user who regularly respects recommended safety distances.

Image analysis can also be used to determine driving conditions and the driving environments. For example, image processing can detect road signs, such as stop signs or traffic lights. Furthermore, driving conditions, as affected by the weather can be determined. For example, if the windscreen wipers are detected to be in motion, it can be inferred to be raining. Once the driving conditions are so determined, an assessment of the driving performance of a user can be made by determining whether the user reacts or behaves appropriately to the driving conditions. For example, if the driver is seen to be jumping red lights, or driving dangerously in rain or snow, then a higher risk profile may be assigned to that driver.

Similarly, accelerometer and g-force data may be used to determine if a user has an erratic driving style. For example, a user that generates sharp variations in g-force data and accelerometer data during regular operation of a vehicle, may be considered to drive erratically, and therefore at greater risk of being involved in an accident, and insurance premium rates for the user may be tailored accordingly.

The mobile telecommunications device may also be configured to interface and communicate directly with a vehicles native telemetry systems. For example, the majority of modern cars have inbuilt electronic control systems or engine management systems, arranged to collect data regarding vehicle system performance. This data may be communicated to the mobile telecommunications device either via a wired physical connection, such as USB (Universal Serial Bus), or via a wireless communication protocol such as Bluetooth®. This data may subsequently be used by the mobile telecommunications device to complement sensor data captured directly by the telecommunications device. In this way a more accurate model of a driving incident, and/or of a user profile may be generated. For example, native vehicle telemetric systems may comprise electronic tyre pressure sensors, and are able to detect if a tyre is under and/or over-inflated. This information may be communicated to the mobile telecommunications device and may help to explain the causes for a driving incident, such as a sudden loss of traction resulting from a burst tyre.

Further features of the Witness application, are set out below.

Benchmarking

It will be appreciated that different sensor types, phones, mounting positions, vehicles, drivers and road conditions may generate differing outputs for driving behaviour that is ‘safe’. To account for this, the Witness application may have the following functionality:

-   -   During a ‘training mode’ (e.g. first week of enabling the         Witness application) the input from the sensors are used to         build up a ‘benchmark’ for a particular driver's typical driving         conditions.         -   Assuming an accident does not occur during this training             mode, the benchmark data can be subsequently used to assess             the occurrence of driving incident.     -   There is preferably an option to notify the Witness application         of a change in parameters (e.g. different driver, driving         off-road etc). Thus a number of ‘profiles’ may be set up. Each         profile may require an independent training mode period.     -   If the Witness application incorrectly detects that a driving         incident has occurred, it can receive feedback from the user to         modify its sensitivities. E.g. a more aggressive driver is         actually driving.

Crash/Collision Management

-   -   On detection of a crash (or other driving incident) the Witness         application is arranged to take one or more of the following         actions:         -   Announce that it has detected an accident (audio/screen             prompt)         -   Call the emergency services (with option to cancel)—e.g:             Audio/screen prompt: ‘Witness has detected that you have             been involved in a (serious) accident and will call the             emergency services. If this is not the case, please cancel             within 10 seconds.’         -   Provide reassurance         -   Provide the user with a checklist of things to do:         -   Take photographs of vehicles involved in the incident (inc             number plates)         -   Take down name, address, insurance details etc of 3^(rd)             parties involved in incident         -   Communicate to the insurance company that an incident has             been detected (e.g. low bandwidth data or text message)         -   Protect the high quality recorded data so it is not             overwritten         -   If appropriate—or in response to a request from a             communication to the phone from the insurance             company—transmit all or selected portions of the recorded             data associated with the incident.         -   N.B. Use of the communication channels is controlled by the             Witness application to prioritise essential communications             such as calls to the emergency services.         -   Note that data transmission from the mobile telephone to the             insurance company may be automatic (for example, triggered             by a detected incident) or manual (for example, in response             to a request from the insurance company). In the latter             case, the Witness application may include functionality to             allow the insurance company to browse through the data files             available on the mobile telephone so as to select one or             more for transmission to the insurance company.

Data Processing for Generating a User Profile

Further features of the user profile generation embodiment are summarised:

-   -   If the Witness application incorrectly detects an event or         incident of significance, and receives feedback that the vehicle         was not involved in an accident (but was in a near miss)—this         could alter the risk profile of the driver. For example—if this         happens frequently, but no accident occurs over a given period,         this could be an indicator that the driver is good at reacting         to potential hazards.     -   Erratic driving (e.g. jerky steering or braking detected by         G-force sensor).     -   Driving faster than the speed limit allocated to a given road         (detected by GPS).

Further details regarding the features and functionality of the Witness application, in particular the graphical user interface of the Witness application, are now described.

Referring to FIG. 5, a first page 80 of the Witness application user manual is shown in which an image of the Main Menu (the top-level menu) 82 is displayed. The Main Menu is displayed when a user first runs the application on a smartphone, such as the iPhone® 4. The main menu includes the following user-selectable buttons:

-   -   Recording Screen 84     -   File Management 86     -   Settings 88     -   Accident Management 90     -   Information 92 (displays up a manual, as shown in FIGS. 5 to         14).

Selecting the Recording Screen button 84 opens the Recording Screen 94—the second image shown in FIG. 5. The Recording Screen 94 contains a video feed 96 from the camera of the smartphone, which occupies the majority of the visible screen area. Overlaid on to the video feed is the detected speed of the vehicle 98 (e.g. 0 mph), heading 100 (e.g. south by south-west) and the elapsed recorded time 102 (e.g. 00:00). Displayed in a left column of the Recording Screen are additional user selectable buttons:

-   -   Keep current video 104 (pressing this button will automatically         copy the current video—and the previous video segment—to the         protected storage 34 b, and prevents that information from being         overwritten. The user is advised to press this button in the         event of a driving incident that needs to be recorded).     -   Take photo 106 (captures a still photograph).     -   Exit Recorder 108 (returns to main screen).     -   Start/Stop Recording 110 (starts recording video footage—and         other data).

Referring to FIG. 6, a second page 112 of the Witness application user manual is shown, in which an image of the Recording Screen 114 is shown and described operating in a map-displaying mode rather than a video-feed mode.

During recording, (i.e. when the ‘Start/Stop Recording’ button 110 is pressed) the Exit Recorder button in the Recording Screen is substituted with a Map Display button 116. Pressing it will toggle between the modes showing the video feed and a map of the current location.

Referring to FIG. 7, a third page 118 of the Witness application user manual is shown, in which the File Management Screen 120 is shown and described. The File Management Screen 120 can be accessed by pressing the File Management Button 86 in the Main Menu.

The File Management Screen 120 displays video and associated data (e.g. telemetry data) that has been previously recorded. The stored data is contained in either a protected area of storage or in a “Recording Stack”. Data files in the protected area are saved and so not overwritten as part of a Recording Strategy. In contrast, data files in the Recording Stack may be overwritten as part of the Recording Strategy.

As illustrated in FIG. 7, the bottom section of the list represents the “Kept” data files 122, whereas the top section of the list represents the “Recording Stack” 124. “Kept” data files 122 can be edited and deleted from the File Management Screen 120, whereas “Recording Stack” data files cannot. Editing “Kept” data files can involve renaming them.

The recorded data files are listed on screen along with the time and date of the recording and the electronic size of the data file. Accordingly, the user is provided with feedback about how big the data files are, and so if the smartphone is low in storage, the user can elect to delete certain “Kept” data files. “Recording Stack” data files will be automatically overridden by the Recording Strategy.

The controls on the toolbar at the bottom of the recordings screen allow a user to change the selection mode of the video stack and includes:

-   -   Video 126 (when highlighted, if a data file is selected, a video         recording playback screen will be displayed).     -   Map 128 (when highlighted, if a data file is selected, then a         map will be displayed showing the area over which the recording         was made).     -   Export 130 (when highlighted, a selected data file will be         passed to an Export Screen where export options will be         provided).     -   Keep 132 (when highlighted, if a “Recording Stack” data file is         selected, then a user will be prompted to name it, and then it         will be stored as a “Kept” data file).

The icons in the File Management Screen change in dependence on the selected mode. For example, FIG. 20 shows the icons 134 displayed when the Video selection mode is highlighted; FIG. 21 shows the icons 136 displayed when the Map selection mode is highlighted; FIG. 22 shows the icons 138 displayed when the Export selection mode is highlighted and FIG. 23 shows the icons 140 displayed when the Keep selection mode is highlighted. Advantageously, this provides improved feedback to a user about what selection mode is highlighted and so what action is likely from the selection of a data file.

Referring to FIG. 8, a fourth page 142 of the Witness application user manual is shown, in which an image of a Recording Playback screen 144 is shown and described. The Recording Playback screen is invoked by highlighting the Video Mode 126 in the File Management Screen 120 and selecting an appropriate data file.

In the Recording Playback screen 144 it is possible to play back a pre-recorded video feed associated with a chosen data file. As well as playing back the recorded video feed, the Recording Playback screen also displays other associated data such as telemetry data 146. For example, date, time, speed, forward/backward G-forces, latitude, longitude and heading information is overlaid onto the video feed. As the video is played back, these values will typically change depending on the behaviour of the vehicle, as recorded by the mobile device.

Forward and backward G-forces are those that correspond to the forward and backward movement of the vehicle and are the primary metric for determining an event such as a crash. However, other G-forces (e.g. up/down and side-to-side) may also be measured by the device—even if they are not necessarily displayed on the mobile screen.

As recited in FIG. 8, the Recording Playback screen provides further user controls in the form of:

-   -   Playback Position Scrub Bar 148 (horizontal bar at bottom of         screen)     -   Playback Speed Bar 150 (vertical bar at left side of screen)     -   Pause 152 (pauses playback)     -   Eject 154 (return to previous screen)     -   Loop 156 (plays the data file continuously)

The Playback Position Scrub Bar 148 allows a user to jump to different positions within the recording without necessarily needing to watch all of the recorded footage. Advantageously, this allows a user to more quickly locate a desired item of footage within a given data file. Also, the Playback Speed Bar 150 can be used to speed up or slow down the playback of the data file. This allows a desired item of footage to be found more quickly through sped-up playback, and also allows an item of footage to be more carefully analysed through slowed-down playback. Furthermore, it is possible to zoom in and out of a region of the video file using a ‘pinch and zoom’ movement as is standard with most multi-touch touch-screen devices.

Referring to FIG. 9, a fifth page 158 of the Witness application user manual is shown, in which a different type of Recording Playback screen 160 is shown and described. Specifically, the image represents playback of a pre-recorded data file as can be invoked by highlighting the Map Mode 128 in the File Management Screen 120 and selecting an appropriate data file.

In contrast with the Video Mode playback, this Map Mode playback shows a map of the area 162 where the recording took place. A blue breadcrumb trail 164 is overlaid on to the map showing the extent of movement of the vehicle during the recorded period. A scrub slider 166 is shown, which is user-operable to adjust the time within the recorded period. As the slider is adjusted, a pin 168 moves along the blue breadcrumb 164 to show the position of the vehicle at the time as specified by the slider 166. Tapping the pin 168 displays associated telemetry data 170 at that position and time.

Referring to FIG. 10, a sixth page 172 of the Witness application user manual is shown, in which an image of a Video Export Screen 174 is described. The Video Export Screen 174 may be invoked by highlighting the Export button 130 in the File Management Screen 120 and selecting an appropriate data file.

The Video Export Screen 174 allows the quality of the video associated with the selected data file to be adjusted, before that video is exported. Advantageously, this can allow the user to control the size of the data to be exported. Telemetry data (i.e. sensor data) is also exported, embedded within the video file. Video data can be exported with or without sound, depending on the permissions of the user. Export typically involves copying data files from the mobile device to a local computer (e.g. via a data cable) or a remote server (e.g. via a wireless connection).

Referring to FIG. 11, a seventh page 176 of the Witness application user manual is shown, in which an image of the Settings Screen 178 is displayed and described. The Settings Screen 178 allows the operation of the Recording Strategy to be controlled. Specifically, the Settings Screen allows a user to select the number of video segments that the application should store, and the size of those segments (i.e. a data file period). Accordingly, the user is able to set a limit to the storage usage of the Recording Stack (i.e. the size of the buffer 34 a) part of the program. The user can also control the storage usage of the Recording Stack through the use of the video quality buttons.

Note that the Witness application may be arranged to calculate the remaining memory available on the smartphone and suggest the appropriate settings automatically.

The Recording Strategy involves maintaining a user-controlled number of video segments. When a new video recording is initialised—instantiating a new segment—this is written over the oldest video segment. Thus only the most recently recorded videos are maintained in the Recording Stack.

Another setting that can be controlled in the Settings Screen 178 is the G-force threshold at which the Witness application will assume that a crash has taken place. It is expected that different vehicles and driving styles will need different G-force thresholds to be set to ensure a reasonable sensitivity to crash forces whilst also prevent crash detection false positives. It should be noted that although the manual recites “Raise the sensitivity if you find that crash detection is triggered during normal driving . . . ” it is the sensitivity threshold that is to be raised, and not the sensitivity itself. A slider 180 allows the sensitivity threshold to be set via the touch-sensitive screen.

The Settings Screen 178 also has a button 182 to allow a user to define more settings via a More Settings Screen.

Referring to FIG. 12, an eighth page 184 of the Witness application user manual is shown, in which an image of the More Settings Screen 186 is displayed and described. Here, it is possible for the user to select speed units 188 and also select whether the map should be displayed during recording 190, and at which speed it should be displayed in favour of the video feed. This is a safety feature of the Witness application that hides the video feed during recording when the vehicle is detected as travelling above a predetermined speed. The video feed is replaced by a map of the location of the vehicle—as is typical with in-vehicle GPS devices. Note that although the on-screen video feed is replaced with a map, video recording continues in the background.

In alternatives, the application may be arranged to detect the vehicle speed, and at a particular speed, switch off the screen entirely. It should be understood that the device will continue to record video, telemetry and other information even when the screen is switched off. Entirely switching off the screen of the device is advantageous as it significantly reduces the drain on the battery of the mobile device.

Note that the Witness application is also arranged to interface with the phone to detect low-light conditions and in response change the brightness of the screen to prevent the user/driver being dazzled. This can also save battery life.

The More Settings Screen 186 also includes a Personal Details button 192 which, when pressed invokes a Personal Details Screen.

Referring to FIG. 13, a ninth page 194 of the Witness application user manual is shown, in which an image of the Personal Details Screen 196 is displayed and described.

Here, the name 198, vehicle registration number 200, mobile number 202 and email address 204 to be used in an emergency, can be specified by the user. In the event of a detected incident, these details, along with information regarding the detected incident (e.g. time of incident, location and optionally telemetry data) will be emailed to the specified email address automatically. This can ensure that the chosen recipient of that email will be informed immediately about the occurrence and nature of the detected incident.

This Personal Details Screen 196 also allows the user to set whether it is possible for the video stack to be deleted 206. A security PIN protects the changing of this option so that if a first user having the PIN (for example, a parent) can review the driving style and behaviour of a second user not having the PIN (for example, their son or daughter) by reviewing the Recording Stack—as the Recording Stack cannot be deleted by that second user. As shown in FIG. 24, the PIN can be set for the first time by entering it twice into the appropriate PIN fields 208.

Referring to FIG. 14, a tenth page 210 of the Witness application user manual is shown, in which images of an Accident Management Screen 212 and Witness Details Screen 214 are displayed and described.

The Accident Management Screen 212 can be invoked by the user selecting the accident management button 90 on the Main Menu, or can be automatically switched to after the Witness application has detected that there has been an incident (e.g. via G-forces exceeding a threshold level). Similarly, data can automatically be permanently stored as “Kept” and/or sent if high G-forces are detected.

As can be seen on the Accident Management Screen 212, there are the following user selectable buttons:

-   -   Accident Advice/What to do 214         This option provides guidance as to what to do during an         accident—see FIGS. 15 and 16 for the displayed Accident Advice         Screens.     -   Witnesses 216         This option invokes functionality to allow the collection of         information from or about witnesses to an incident. An image of         the Witnesses Detail information summary screen 214 is shown in         FIG. 14. FIG. 17 shows the Witness Detail information collection         screen 218. Voice notes can also be taken via the microphone of         the smartphone.     -   Photos 220         This option enables the camera to allow a user to capture images         associated with an incident.     -   Drivers 222         This option invokes functionality to allow collection about the         other drivers involved in an incident, such as their vehicle and         insurance details. The Drivers Detail information collection         screen 224 is shown in FIG. 18.     -   Your Details 226         This option provides a readily available store of the details of         the user—as to be provided to other drivers—and can contain         name, address and insurance details. The ‘Your Details’ screen         228 is shown in FIG. 19.

Details recorded via the Accident Management Screen 212 are electronically authenticated and feature a time-stamp. In alternatives, this data may be encrypted to ensure the integrity of the stored data.

Furthermore, in alternatives, the exchange of the details of the drivers and witnesses can be conducted, at least in part, via Bluetooth® (for example, between mobile devices)—and/or via email. Relevant information associated with the driver is pre-stored on the Witness application in a format that can be sent readily, via a communication channel such as Bluetooth® or email.

Finally, note that in each Screen or Menu, there is a button 230 provided to go back to the previous menu. Also, when certain actions are performed or selected by a user, the Witness application is arranged to provide an audible feedback signal (for example, a beep). For example, this could be in response to starting a recording, keeping a video segment and/or a stopped recording.

Alternatives and Extensions

The Witness application can be extended to interface with remote users to allow them to control the operation of the application as well as view information logged by the application.

In particular, the present application can be extended to a scenario where the Witness application is under the control of an insurance company. Such an insurance company may provide insurance to the user, and so may have an interest in the behaviour of that user, and moreover, a vehicle under the control of that user, as described previously.

In such a scenario, the insurance company will maintain a device monitoring system that can interface with a mobile device running the Witness application. In fact, the device monitoring system may interface with a large number of mobile devices, each running an individual copy of the Witness application, logging respective user/vehicle behaviours. This could the insurance provider server 5 of FIG. 1.

With such a monitoring system, it is unpractical to actively monitor each and every mobile device and receiving and handling the sheer quantity of data from each and every device would also be very difficult.

Consequently, the device monitoring system and the mobile devices are advantageously arranged to automatically and intelligently interface with one another in a way that minimises the computational and bandwidth burden on the device monitoring system.

In particular, each mobile device running the Witness application is arranged to make a determination as to whether there is a need to transfer data to the device monitoring system. For example, the Witness application may be arranged to automatically send data to the device monitoring system that only has high G-force activity associated with it, as this may be indicative of a crash or another driving incident. Alternatively, the Witness application may be arranged to send detailed or high-bandwidth information if a user indicates that an accident has occurred.

In either case, the video segments and associated sensor and/or derived driving information data associated with the relevant event will be sent. However, no other data (for example, from another date) will be sent.

Alternatively, less computationally or bandwidth intensive information may be sent on a periodic basis—for example, every day, week or month. Such general information may be sent to establish a profile of a particular user. For example, many high G-force related activities may indicate that the driver is driving aggressively. A determination about the profile can be made automatically by requesting and automatically analysing further data. For example, the location and speed information can be used to determine whether a vehicle is found to frequently break the speed limit. If this is the case, then the profile of the user can be set accordingly.

Such general and periodically obtained information can also be used to remotely adjust the settings of the application. For example, many high G-force related activities may instead indicate that the set-up of the car is such that the mobile device is subjected to high G forces (rather than the driver driving aggressively). If the driving is determined to be safe, but the mobile device is setting off many false positives, then the device monitoring system can automatically adjust the settings of the application. For example, the G-force sensitivity threshold may be increased remotely.

Thus, the initial data that is automatically transmitted from the mobile device to the vehicle monitoring system is limited in bandwidth so as not to overload the vehicle monitoring system as a whole. However, after processing or analysis is performed on the initial data, further information may be requested. For example, further information may be requested automatically by the system or manually by a controller acting for the insurance company. Such further information may include high resolution video logs and sensor data and derived driving information such as G-force measurements.

It will be understood that the mobile device may also automatically keep certain data at random. Furthermore, the reason for keeping certain data may also be logged (e.g. logged as a result of a manual request by the user, or in response to a high G-force event).

The mobile device and device monitoring system may also be arranged to highlight detected transgressions. For example, driving during curfew hours, or driving at locations where insurance is not valid (e.g. other countries, off-road, race tracks etc).

As will be appreciated, the interaction of the mobile device and the device monitoring system has the advantage of actively improving user driving behaviour. That is, if the user knows that their logged driving behaviour may adversely affect their insurance policy, then it is likely that the user will be dissuaded from driving recklessly. In view of this, an insurance company may be able to incentivise users through lower insurance premiums.

However, so that users do not wrongfully benefit from such incentives, it is necessary to enforce the correct and consistent use of the Witness application.

It would not be beneficial from the perspective of the insurance company if the user could choose when to enable the application. For example, if a user could choose to disable the application when speeding then the effectiveness of the application would be reduced.

Accordingly, the application may include measures to guarantee that the application is enabled whenever a given insured vehicle is being driven.

Such measures may involve matching data recorded by the Witness application with that recorded independently by the vehicle. For example, the Witness application records the distance travelled during every journey. To ensure the summed distances of all journeys tracked by the Witness application tally with the total travelled distance of the vehicle, the user may be prompted to enter the odometer mileage periodically.

If the distance recorded by the Witness application does not correlate with the difference between odometer readings, then the discrepancy will be flagged to the user and/or the insurance company. A substantial discrepancy will typically indicate that the Witness application has not been monitoring all vehicle journeys and the appropriate action can be taken (e.g. the user can be warned, insurance premium may be raised etc).

It will be appreciated that such a tallying exercise depends on the Witness application being used every time one particular vehicle is driven. However, in alternatives, if the Witness application is used with different vehicles, the Witness application may be arranged to register the different vehicles so that their respective odometer readings can be tallied with distance recordings associated with each respective vehicle.

Other measures can be implemented in conjunction with the Witness application to guarantee that the application is enabled whenever a given vehicle is being driven. For example, the mobile device on which the Witness application is installed may comprise an NFC device, such as an RFID tag. The NFC device may be compatible with a complementary device on a so-called ‘smart-holster’ into which the mobile device may be fitted during operation.

The smart-holster interacts with the NFC device on the smartphone to determine whether or not the smartphone is inserted into the smart-holster. The smart-holster can then be interfaced with the engine management system of the vehicle so that the vehicle may be activated and driven only when the mobile device is in place within the smart-holster.

It will be appreciated that the mobile device has so far been described in the context of a smartphone. However, it will be appreciated by a person skilled in the art that other devices may also be suitable for performing the functions described in relation to the Witness application. For example, the Witness application may be adapted to run on a general purpose tablet-style computing device, such as an iPad®.

Several further additional embodiments are now described with reference to FIGS. 25 to 27 which may or may not be used in conjunction with the embodiments described above.

1. End Journey Entry

This embodiment requires the user (for example a driver in ride share scenario) to press a button on the user interface of the smartphone (or mobile telecommunications device) to start a journey or a driving period. Unlike some earlier embodiments this is not an automatic sensed start of the driving period by the sensors of the smartphone. In this case, the user would also press a button on the touchscreen of the smartphone, with the button being generated by an app (application) running on the smartphone, to end journey. This would also signal the end of the driving period. Once end of journey has been signaled, the GPS (geographical) location at that point is recorded on the smartphone and transmitted to the central server. Similarly any driving information determined from the sensors of the smartphone can also be transmitted to the central server. However, if there is little or no connectivity at the end location, the GPS location is stored on the smartphone and at a later time can be transmitted to the central server. This deals with the situation where there is no connectivity at the end GPS location due to either a poor signal, for example in an underground garage, or poor coverage for example in a remote geographic area. A timer may be activated if no usable communications channel is available and on its expiry another check can be made for the availability of the communications channel.

The above-described processor operation provides a specific way in which the end of a driving period is determined. It can be faster than automatic sensing of the end of the driving period and as such can be more accurate. It also means that false positives for the end of a journey where there is no movement for a period of time where the vehicle is stuck at a location on the journey (traffic lights, road block, level crossing) can more easily be avoided. Also the storage of the GPS location for later transmission is useful in areas of poor communications connectivity.

2. Map Display

During a journey, the app running on the smartphone has geographic map displayed on the smartphone screen showing position of smartphone on map in the vehicle as it is moving (see FIG. 27 for example). This smartphone is considered to be the driver's smartphone and is the primary phone that is removably attached to the vehicle to record driving information. The start (S) and end (D) positons of a journey can be recorded and transmitted to the central server to provide a calculated fare for the journey which can also be displayed on the driver's device. However, in this embodiment a second smartphone is provided in the vehicle which is not necessarily attached to the vehicle as the function of the second smartphone is not for recording driving information in the same way as the first smartphone. Rather, this second smartphone can be provided for the purposes of providing feedback to a passenger in the vehicle which is being driven by someone else. The second smartphone shows the same map (for the passenger) as the first smartphone for tracking purposes. The data for displaying the map can be obtained via mobile radio telecommunications channels from a server. However, in some embodiments the passenger phone can obtain data via a local Wi-Fi network within the vehicle to which passenger can connect to obtain the map data. For example such Wi-Fi_33 networks can be provided on a bus or coach without difficulty. Alternatively, the data can be transmitted directly from the driver mobile telecommunications device to the passenger mobile telecommunications device via a local wireless communications medium such as Wi-Fi_33 or Bluetooth as shown in FIG. 27.

The advantage of this feature is that it provides real-time information (feedback) about the journey progression. This enables the passenger, who is also viewing the map, to determine how close to their destination they are at any given point so that if it is a particularly bad journey (either because of traffic or because of poor/dangerous driving) then they can make the decision whether to abort the journey and continue using alternative transport. The passenger is not tied to the vehicle in the same way as a driver is and so can choose to leave the vehicle before the end of the journey. Also where there are delays due to traffic, for example at the destination (D), these can be shown to the passenger on the map and they can ask the driver to change the destination if required. For the driver, the map can be used to display to the driver where they are along a particular journey and also display alternative routes if required where events have occurred to cause traffic build up (for example accidents). Also the map can be used to show where geographically breaking or swerving events occurred and also to flag them up in real time during the journey for real-time feedback.

This real-time feedback may improve the rest of the journey as it reminds the driver that they are being monitored. Events can be logged to geographic locations as a result and patterns identified in analysis if required. For example, if vehicle has to swerve to avoid a pot hole in the road, this can be identified by multiple similar actions being recorded at the same location by different vehicles. In fact in such cases, the driver may have good reactions to a sudden dangerous road event which should be a commended rather than used to suggest a poor driving style.

3. Destination Entry

The app running on the smartphone (or mobile telecommunications device) has entered into it the information about the destination (e.g. postcode/zipcode). The app calculates and then shows the expected arrival time during journey and distance to destination from the current location as determined from the sensors. It is to be noted that this actual determination can be carried out within the app itself or via a communication to the central server which may be more aware of events occurring along the planned route which may impact on journey time and the estimated time of arrival. As has been mentioned before the processor can be an adaptive processor (AI processor) which learns via a virtual neural network how to improve the operation of the mobile telecommunications device.

By the user entering the location that they intend to travel to (the destination D), this enables known route-finding technology to be used with the present embodiment. Not only can this then provide feedback on expected arrival time, journey duration and expected cost of the journey in terms of the fare to be charged to the passenger, but also for data logging driving behaviour it can be useful. For example, this feature can be advantageous because if a route is known then knowledge of events which may happen along the route may help to interpret data recorded as the route is being traversed. For example, using predetermined knowledge of where speed cameras are located may help to better understand sharp braking events recorded at specific geographic locations. Similarly, if a geographic location which is a notorious area for accidents is known, this may also help to determine whether the driving event (swerving or braking) at that location is attributable solely to the driver's driving style or whether the particular geography of the location and road layout for example may also be a contributing factor.

4. Journey's End Communications/Driver Rating

When the destination is reached, this prompts a communication session between driver's smartphone and passenger's smartphone. The communicated data can include driving information or a summary of that information to be provided to the passenger who can then use that information to help their rating of the driver and the overall experience. The driver can be rated on various issues including those independently recorded by the driver smartphone. Also the total actual cost (fare) of the journey can be provided as can an electronic receipt and other useful information. The communications between the driver and the passenger phones can be local via Bluetooth for example or can be via the remote ride share server (shown in FIG. 25).

In an alternative embodiment where data collected by the smartphone sensors indicate poor driving this could prompt a message to be sent to the passenger asking them to rate the driver's driving performance where otherwise the passenger might not be asked for this information.

The rating of driver by the passenger smartphone and rating of the passenger by the driver smartphone at end of journey can be carried out from within the app. The passenger rating is also sent to the server and if the passenger expresses concerns about the driving, the driving information logged by the driver's smartphone can be uploaded to the server (if not already done so) and subjected to closer scrutiny than normal.

Finally, if the driver has had several poor driving incidents recorded by their smartphone, for example indicative that the driver has been breaking harshly or driving badly during the driving period, this can give rise to a passenger in a ride share vehicle being given an automatic discount on the fare for poor quality of service by the driver and this is communicated to the passenger at the end of the journey.

In another embodiment the smartphone of the driver can also be configured by the app to record audio during the ride share journey. In this case the smartphone can record audio data once the ride share journey begins and stop the recording once the destination passenger has got out of the vehicle. Typically the driver's app would issue a warning to the passenger to indicate that the audio of the journey is to be recorded such that the passenger knows that any conversation with the driver is not confidential. The audio recording can be continuous and compression techniques can be used to ensure the audio files do not become too big. Alternatively the app can be configured to record sounds above a threshold noise level to filter out background road noise noises such as tyre roar. In this case a time index would be used and recordings commences when the noise level exceeded a threshold. The recording would continue until there had been no audio above the threshold for a predetermined time period such as 10 seconds. Accordingly if a complaint is made by the driver or by the passenger or there is a verbal exchange between them, then the recording can be used to assess quality control of the driver during the journey and also be used to corroborate passenger and driver ratings provided about the journey.

5. Security Feature (Not Reliant on Data Logging Vehicle Driving)

A ride share journey can be requested and actioned using conventional ride share technology. The driver smartphone and the passenger smartphone both have ride share apps running which respectively help to make a request for a ride share journey and subsequently accept the request and monitor the journey. Once the passenger is in the vehicle, the app on the passenger phone can go into a monitoring state. In this state the app is running in the background and is monitoring user activity with the mobile device. The app has several timers which are activated by such interaction. Each timer may have an associated time period and each time period can be different. If any of the time periods expire, namely a timer reaches its predetermined time period, an action associated with that particular timer can be taken. For example a timer can be activated upon a ride share journey commencing. The location of the start of the journey will be known as will the end of the journey and therefore an approximate time period for the journey. This approximate time period may set the time period for a first timer. The first timer is activated once the passenger gets into the vehicle and the ride share journey commences. If the period of inactivity is monitored and exceeds the expected time period for the journey the smartphone can send an emergency alarm message to a central monitoring server. This message can also include information regarding the ride share journey and the current location of the smartphone. The server can then request confirmation from the user that this is not a false alarm by requesting code (or similar) known only to the passenger to be entered. If this is not entered into the smartphone within a short time period then the emergency services can be notified and the smartphone tracked to locate the passenger. If however the code is entered then the alarm can be cancelled and the inactivity timer reset to zero.

The purpose of the inactivity alarm is to determine whether the passenger is being held captive by the driver or has been abducted by the driver. Typically in these situations there is a period of inactivity with the mobile device or smartphone. If different time periods are used these can provide a simple way to escalate the level of alarm. The first being just to warn the user to use their device, the second being to generate a second warning and the third to actually say that the alarm will be triggered in 30 seconds in the event of no predetermined response or activity with the smartphone. The timers can be reset with some activity between the mobile device (smartphone) and the passenger and so during a normal journey, where it is highly likely that the smartphone will be used, these timers and time outs will never be experienced by the passenger.

In another embodiment another trigger for the timer can be location of the passenger phone in relation to the expected location as determined from the ride share journey. One expects the passenger phone to be following the journey plan during the journey and then to deviate from the location of the driver after the end location has been reached. If this is not the case and the driver and the passenger phones are in the same location after the end location of the journey has been reached and there is also a period of inactivity, then this can trigger an alarm message too.

The alarm can be to contact emergency services but for younger or more vulnerable people it can be to contact a parent or carer. Again providing tracking of the current location of the smartphone can be very helpful in tracking the location of the abducted passenger.

The app can also be configured to have a dedicated panic button available as the mobile device is being used during the journey. The panic button, if activated by the passenger, would also generate an alarm message which could be sent with its current location to the central server to notify parents or emergency services, such as the police.

6. Identity Check (Not Reliant on Data Logging Vehicle Driving)

The app running on the passenger's smartphone has a facility to request a vehicle and a driver for a journey. Before the start of a journey where a passenger has requested a driver, the request can include not only the destination where the passenger wishes to travel to but also an identity request. Once the journey has been assigned to a driver, the central server knowing the identity of the assigned driver (via a driver identity) can send stored information regarding the driver's visual appearance, for example a photograph of the driver to the passenger together with an expected time of arrival of the driver at the passenger location. This visual identification can either be a pre-stored photograph of the driver corresponding to that registered and pre-checked identity or a current photograph which has been authenticated by the server. This photograph can then be used by the passenger to visually confirm that the driver who is picking them up is indeed the pre-checked authenticated driver of that vehicle.

In a variation of the above-described identity check process, if the passenger requests an identity check before they enter into the vehicle, the driver of the vehicle must take a (time-stamped) current picture of themselves and/or provide other biometric information (typically using their ride-sharing app and their smartphone). Facial recognition technology at the ride share server can then confirm whether the current driver is the licensed (pre-checked and authenticated driver) and if so can send the current picture to the passenger's smartphone to enable them to also verify they are getting into the correct vehicle. This can be particularly useful when multiple people have requested a ride share vehicle at the same time and it is difficult to find the correct driver from a crowd of unknown faces. Also it means that an up-to-date photograph of the actual appearance of the driver that day will be provided to the passenger so that they will be able to better recognise the driver rather than rely on a photograph provided several months or years ago by the authorised driver, which may not accurately show the current impression of the driver's face. In a further embodiment, the passenger mobile communications device may be sent some biometric information relating to an authentic driver and the driver on arrival at the passenger location may be asked to verify his or her identity by entering in their biometric data into the passenger's mobile device. If the identity is confirmed by matching the biometric data sent to the passenger mobile device then the driver is authenticated.

More specifically, when a request is received by the ride share server from the passenger for the identity check, the following actions are carried out by the server.

1) the ride share server sends a request to a driver's smartphone (the smartphone registered to the driver identity to carry out one or more of the following:

-   -   a) capture a photograph of face;     -   b) take a thumb print scan of the driver;     -   c) ask the driver to recite a passage of text displayed on the         screen and capture a voice sample of the driver; or     -   d) ask the driver to look at the smartphone and conduct a facial         recognition scan when it is safe to do so.

This information is transmitted back to the ride share server and compared against pre-stored data relating to the authorised driver for that driver identity. If this identity check is positive the driver is the correct person and the current image of the driver can be sent onto the passenger with a confirmation that this is the authorised driver;

2) The driver has a predetermined time period to carry out this identity authentication, for example, ten minutes. Otherwise the ride share server can initial a call to the driver's smartphone to instigate further investigations via an operator as to the identity of the driver.

3) If the driver does not provide the automated identity check within the given time this does not result in ban. Rather, just more frequent checks are carried out until a record of identity is established then the frequency of checking diminishes again. This aspect is also very useful for spot checks on the identity of a driver by the ride share server to ensure quality of service and authentication of identities of actual drivers working with the ride share company.

4) One sanction for persistent failure or these automated identity checks could be in the restrictions that the ride share server places on that driver identity for future ride sharing activity. Because some activity is more lucrative than others, for example drives to the airport, a driver with a poor record relating to identity checks could be prevented from accessing these more lucrative jobs (activity) until their automated identity checks improve. Alternatively, they could be penalised with a reduced fare for the same ride share job or possibly even subjected to a physical check by supervisor at random times.

This embodiment also overcomes the problems that some ride share drivers may lend their ride share company identity to other drivers who haven't been licensed by the ride share company.

7. Bluetooth™ Link (Not Reliant on Data Logging Vehicle Driving)

When a passenger gets into the vehicle, their mobile device (smartphone) is paired to the mobile device (smartphone) of the driver using Bluetooth™. This enables the data from the driver's smartphone to be transmitted to the passenger smartphone over the Bluetooth™ link (see FIG. 27 where map data is shown to be transmitted). For example route and position information can be sent to the passenger smartphone as well as driving information regarding quality of driving. All of this data is sent via the driver smartphone over the local link which saves battery life for the passenger because the passenger smartphone does not have to use a mobile data radio telecommunications link to the ride share server. Typically, the driver smartphone is plugged into a vehicle power source and typically the passenger smartphone is not, hence the battery drain may be an issue. Also the data costs for the passenger smartphone of receiving this data from a remote server are avoided as the Bluetooth™ link has no data charges. This could also be extended to a two-way data connection such that the smartphone of the passenger has access to a data channel of the driver's smartphone to access data thereby saving data costs for the passenger. This could for example be carried out using the Personal Hotspot feature of an Apple™ iPhone™.

8. Advance Warning System (Not Reliant on Data Logging Vehicle Driving)

The driver's smartphone can receive a message from a server regarding an emergency services vehicle such, as a police car or ambulance, and warns the driver, via an audio message and/or a visual warning message on the screen of the driver's smartphone, to move the vehicle over to allow the emergency services vehicle through. The message received by the smartphone can be a text message, instant message or email or any other form of data communication to the smartphone. The app running on the smartphone converts this message into the audible or visual warning notice for the driver. The channel of communication can be via any of the associated data messaging channels such as data communications over 3G, 4G or 5G, the SMS channel and data communications via Wi-Fi or satellite communications. Finally, messages can also be provided via Bluetooth™ from roadside-located devices such as roadside gantries. In this case the mobile device must be paired with the roadside-located devices prior to use.

Other types of messages which can be received can be a warning of a broken down vehicle ahead which would then be used by the app to generate a message to move the vehicle across lanes and away from danger.

In certain embodiments these warning messages created by the app to the driver can be replaced by instructions sent to the vehicle management system which controls the vehicle. For example autonomous or semi-autonomous vehicle driving behaviour can be controlled in this manner. For example the brakes or steering of the vehicle can be controlled by the message to the smartphone to move the vehicle to the side of the road to let the emergency vehicle through or to move the vehicle away from danger. The communication of instructions from the smartphone to the engine management system can by via a wireless connection such as Bluetooth™.

Driverless vehicles will be introduced gradually into the marketplace and in view of this there will be a situation where mobile devices such as smartphones can be used in conjunction with some autonomous driving features built into vehicles such as automatic braking or acceleration. These types of vehicles are termed ‘partially driverless’ or ‘semi-autonomous’. Accordingly, in one further embodiment, there are provided special lanes on busy roads just for vehicles with partially driverless control e.g. automatic braking and acceleration—so that vehicles in that line can drive faster but more safely. The smartphone can then be mounted on the dashboard and provide information regarding speed and distance to the vehicle in front to control the brakes of the present vehicle. This disadvantages drivers of vehicles without this technology (especially taxis) as they would not be permitted into the automatic driving lane.

The present embodiment includes a smartphone that can interact with the vehicle's management system so that, using the camera of the smartphone, the distance of the present vehicle from the vehicle in front can be determined effectively and/or the smartphone can determined when the brake lights of the vehicle in front of the present vehicle come on and this allows the vehicle to use the “driverless” lane as mentioned above. An alternative embodiment uses a “convoy” technology which allows multiple vehicles to travel in close proximity to each other for example in a ‘snake’ formation with the front vehicle in control of all of the vehicles in the ‘snake’. The smartphone-enabled vehicle may not be able to be at the front of the snake but it might safely travel behind it. In this case there would be communications between the smartphone in the front vehicle and each of the smartphones in the vehicles behind forming the snake.

9. Reporting Unsafe Vehicles/Road Features (Not Reliant on Data Logging Vehicle Driving)

The app running on the smartphone allows a driver to report faults of other vehicles e.g. missing tail light, smoky exhaust, unsafe bumper/fender etc. This is achieved by the driver pressing a reporting button on the touch screen which then enables him/her to record aurally what the issue is and for this to be recorded to an audio file which is stored on the smartphone. In one embodiment the user can verbally state the licence number of the vehicle which has the fault. In another embodiment, a video recording of a predetermined time period preceding the press of the button (typically video recorded from a predetermined time period (typically 30 seconds) before the press of the button) is also stored as a video file. The user may then be asked to confirm the identity of the vehicle which has the issue or alternatively all of the video data segment (30 seconds) can be transmitted to enable a third party or an AI engine to identify the fault. Both of these audio and video files are transmitted to a central server which can then take action regarding the vehicle on which the fault has been seen.

In addition or alternatively, the app running on the smartphone is arranged to automatically report potholes in the road. These potholes are detected by the accelerometer within the smartphone sensing a G-force greater than a predetermined level and with a predetermined timing profile. The timing profile of the G-force detection is characteristic of the profile for driving over a pothole in the road, which would generate a sharp shock. The location of the detected pothole is also stored in the data record for transmission to the central server. Once the central server gets multiple such records it can corroborate the data using the locations of the incidents and then establish the existence of an actual pot hole in the road at that location. An algorithm at the server can direct maintenance crews to the corroborated location to repair the most dangerous holes in the road. The corroboration can be carried out in several different ways. For example, the data could be corroborated using the frequency of ‘hits’ at a location or using the speed of the vehicle etc.

10. Warning System—Providing Driving Advice (Not Reliant on Data Logging Vehicle Driving)

The smartphone can direct multiple vehicles to behave in the most efficient way during traffic congestion. For example, this can be by discouraging sharp lane changes; preventing tailgating (e.g. using the camera on a smartphone to detect the distance from a licence plate of a vehicle in front of the driver's vehicle and issuing a warning if the distance between the vehicles is too close); monitoring rapid acceleration and warning the driver of this and also monitoring driving speed (via GPS and time measurements) and warning if the driver is driving faster than most efficient speed in the current traffic situation. These features collectively reduce congestion on the highways or motorways and hence can lead to less pollution, and overall faster traffic speeds.

In one embodiment, the smartphone has a forward facing camera and a rearward facing camera and would be removably mounted on the dashboard of the vehicle or to a holder where the forward facing camera was looking out at the road and the rearward facing camera was looking into the vehicle (inward) in particular at the driver of the vehicle. The forward facing camera can detect vehicle driving lanes using simple pattern recognition of lane markings and distance to proximate vehicles using pattern recognition and size of vehicle images captured. The device transmits its current location and speed of the vehicle it is attached to (the subject vehicle) to the central server, which then builds up a picture of all vehicles in that location and their proximity to the subject vehicle. Messages can then be sent back to the smartphone of the subject vehicle to communicate the current traffic situation. This traffic information can be used to select one of a plurality of different predetermined profiles for vehicle speed and proximity to other vehicles and then the current vehicle speed and relative position to proximate vehicles can be compared to the profile. If the threshold for the selected profile is exceeded, a warning can be issued to the driver. In one embodiment the warning signal can include a control instruction for a vehicle management system, the control instruction causing the vehicle management system to alter the current speed and distance from an adjacent vehicle (for example by automatically applying the brakes of the vehicle) to bring the current speed and distance to within the threshold of the selected profile.

The inward-facing smartphone camera captures an image of the driver and the app on the smartphone analyses the image to check the direction of the driver's gaze. The check is carried out to ensure the driver is paying attention to the driving and not reading or looking at a second screen, etc. (as in a recent crash) and provides a warning to the driver if they do not pay attention to their driving by looking at the road. Here the app has a predetermined time threshold which needs to be exceeded in order to trigger the warning message to be presented to the driver. The warning message can take the form of a visual warning—flashing screen and/or an auditory message played through the speakers of the smartphone.

In another embodiment, when the smartphone detects that a driving period has commenced and that the driver attention is being monitored by the smartphone, the smartphone can itself be placed into a locked state preventing the driver from accessing and sending messages (such as text messages), or playing games, or using other apps, where any such use would cause distracted driving and could lead to accidents. Once the vehicle has finished its journey and is not required to monitor driver attention, the smartphone could be taken out of the locked mode and be allowed to be used normally. This could also be used in a semi-autonomous vehicle where distracted driving can also be an issue.

Furthermore, it will be understood that features, advantages and functionality of the different embodiments described herein may be combined where context allows. In addition, a skilled person will appreciate that the functionality described above may be implemented using the mobile device suitably programmed.

Having described several exemplary embodiments of the present invention and the implementation of different functions of the device in detail, it is to be appreciated that the skilled addressee will readily be able to adapt the basic configuration of the device to carry out described functionality without requiring detailed explanation of how this would be achieved. Therefore, in the present specification several functions of the device have been described in different places without an explanation of the required detailed implementation as this not necessary given the abilities of the skilled addressee to code functionality into the device. Further aspects of the present embodiments are set out below.

In an embodiment, which is directed to the fourth aspect of the present invention recited previously, the wireless communications module comprises a local communications module for communicating with a second mobile telecommunications device located within 10 metres of the first telecommunications device, and a wide area network communications module for communicating with the central server.

Preferably the processor, through its connection to the wireless communications module, uses the wireless communications module, in use, to transmit at least some of the stored driving information to the second mobile telecommunications device, and receives, in use, a request from the second mobile telecommunications device for transmission of the at least some stored driving information to the central server.

Preferably, the wireless communications module transmits, in use, the driving information to the second mobile telecommunications device during the driving period as the driving information is being stored in the memory.

Preferably, the processor analyses the driving information, and determines, in use, the occurrence of specific events from the driving data, to establish whether the number of specific events which have been determined exceeds a threshold, and if so, through its connection to the wireless communications module, sends, in use, a message to the second mobile telecommunications device.

Preferably, the message sent by the wireless communications module to the second mobile telecommunications device includes a reduction in the fare for the journey.

Preferably, the message sent to the second mobile telecommunications device includes an instruction prompting the user of the second mobile telecommunications device to generate and send a driver rating to either the first telecommunications device or the central server.

Preferably, the sensor set includes an audio sensor, and the processor, through its connection to the sensor set, senses and records, in use, an audio signal during the driving period, and transmits on request, through its connection to the wireless communications module, a data file comprising the recorded audio signal to the central server.

In an embodiment, which is directed to the fifth aspect of the present invention recited previously, the processor, through its connection to the sensor set, records, in use, the audio signal whilst the amplitude of the sensed audio signal is above a threshold noise level.

Preferably, the processor implements, through its connection to the wireless communications module, the alarm function of the mobile telecommunications device by sending, in use, an emergency alarm message to a remote server via the wireless communications module.

Preferably, the processor, through its connection to the user interface, presents a virtual panic button on the user interface, which can be activated by a user during a vehicle journey to send, through the user interface connection to the processor and the processor's connection to the wireless communications module, the emergency alarm message to the remote server via the wireless communications module.

Preferably, the processor includes a first and a second timer function, the first timer function having a shorter predetermined time period than a predetermined time period of the second timer function, and actuation of a first alarm function associated with the first timer function comprises the processor, through its connection to the user interface, generating, in use, a silent warning indication on the user interface to indicate to the user that the second time period is about to lapse, and actuation of a second alarm function associated with the second timer function comprises the processor, through its connection to the wireless communications module, sending, in use, an emergency alarm message to a remote server.

Preferably, the processor, through its connection to the sensor set, determines, in use, an expected journey time from a journey start location and a journey end location, and the detected start of the driving period, and sets, in use, the predetermined time period of one of the at least one timers to the expected journey time.

Preferably, the processor, through its connection to the sensor set, determines, in use, a journey start location and a journey end location, and actuates the alarm function of the mobile telecommunications device if the location of the mobile telecommunications device does not reach the expected journey end location within a given time period, and the predetermined time period of the at least one timer has lapsed.

Preferably, the processor, through its connection to the wireless communications module, to sends, in use, information regarding the vehicle journey within the emergency alarm message to the remote server, the vehicle journey information including the current location of the mobile telecommunications device as determined from the sensor set.

Preferably, the processor, through its connection to the wireless communications module, sends, in use, information regarding the vehicle journey within the emergency alarm message, the vehicle journey information including the journey start location and the journey end location.

Preferably, the processor, through its connection to the wireless communications module, receives, in use, a response message to the emergency alarm message requesting the user to input a verification identifier to cancel the alarm, the processor forwards, in use, through its connection to the user interface, a control signal to the user interface to display the message requesting the user to input the verification identifier, the processor receives, in use, through its connection to the user interface, the verification identifier from the user interface, the processor forwards, in use, through its connection to the wireless communications module, the verification identifier to the wireless communications module and the wireless communications module transmits, in use, the verification identifier to the remote server.

In an embodiment, which is directed to the sixth aspect of the present invention recited previously, the recent visual image of the face of the driver of the assigned vehicle provided in the response message is a real-time image captured in response to the sending of the request message.

Preferably, the sensor set comprises a biometric sensor, the response message received by the wireless communications module includes biometric information of the driver of the assigned vehicle stored on the remote server, and the biometric sensor captures, in use, new biometric information of a driver purporting to be the assigned driver, and forwards, in use, through its connection to the processor, the new biometric information to the processor; the processor compares, in use, the captured new biometric information with the biometric information of the driver of the assigned vehicle received from the remote server; and the processor, through its connection to the user interface, provides, in use, a visual message on the user interface indicating the result of the comparison of the new biometric information and the received biometric information.

Preferably, the biometric data includes the results of a facial recognition scan and the biometric sensor includes an image sensor, and the image sensor executes, in use, a local facial recognition scan of the driver and sends, through its connection to the processor, results of the local facial recognition scan to the processor.

Preferably, the biometric data includes the results of a vocal recognition recording and the biometric sensor includes a microphone, and the microphone records, in use, a local vocal recognition recording of the driver and sends, through its connection to the processor, results of the local vocal recognition recording to the processor.

Preferably, the biometric data includes the results of a fingerprint recognition scan and the biometric sensor includes a fingerprint sensor, and the fingerprint sensor captures, in use, a local fingerprint scan of the driver and sends, through its connection to the processor, the result of the local fingerprint scan to the processor.

Preferably, there is provided a combination of the mobile telecommunications device of the sixth aspect of the invention and a further mobile telecommunications device of the driver of the authorised vehicle, the further mobile telecommunications device including: a further sensor set comprising at least a further image sensor and a further geographic positioning module; a further user interface for receiving driver input; a further processor operatively connected to the further sensor set and the further user interface; a further wireless communications module operable to download a further application and to receive the request message and to transmit a driver response message to the remote server, the further wireless communications module being operatively connected to the further processor; and a further memory operatively connected to the further processor; the further wireless communications module, receiving, in use, the request message from the remote server and forwarding, though its connection with the further processor, the request message to the further processor, the request message including the geographic destination location for the requested journey; the further image sensor capturing, in use, a current image of the driver of the authorised vehicle and forwarding, through its connection to the further processor, the captured current image to the further processor; and the further wireless communications module, through its connection to the further processor, receiving the captured current image from the further processor, and transmitting, in use, a driver response message to the remote server, the driver response message including the captured current image of the driver, the current geographic location of the further mobile telecommunications device.

Preferably, the further processor of the further mobile telecommunications device adds, in use, a timestamp to the captured current image of the driver of the authorised vehicle, and the further wireless communications module receives, through its connection to the further processor, the timestamp and transmits, in use, the timestamp to the remote server in the driver response message.

Preferably, the further sensor set of the further mobile telecommunications device comprises a further biometric sensor, and the further biometric sensor captures, in use, biometric information regarding the driver if requested by the request message and forwards the biometric information, through its connection to the further processor, to the further processor.

Preferably, the further mobile telecommunications device comprises a timer operatively connected to the further processor, and the further processor requests, in use, the capture of driver biometric information within a given time period defined by the timer.

In an embodiment, which is directed to the eighth aspect of the present invention recited previously, the device further comprises a speaker operatively connected to the processor, and the instruction concerns a driver notification, wherein the speaker, through its connection to the processor, receives an audio instruction from the processor and generates, in use, an audible warning message for the driver; or the user interface through its connection to the processor, receives a visual instruction from the processor and generates, in use, a visual warning message for the driver.

Preferably, the processor is operatively coupled to a vehicle management system and the instruction concerns a vehicle management system notification, and the processor generates, in use, in response to receiving the warning message, a vehicle control instruction for the vehicle management system of the rideshare vehicle to automatically control the movement of the vehicle to avoid the hazard, and the processor transmits, though its connection to the vehicle management system, the vehicle control instruction to the vehicle management system.

Preferably, the vehicle control instruction indicates to the vehicle management system to automatically change lanes on road to avoid the hazard.

In this embodiment, the vehicle control instruction indicates to the vehicle management system to automatically reduce vehicle speed by applying brakes of the vehicle to avoid the hazard.

Preferably, the device further comprises a Bluetooth communications module operatively connected to the processor, and wherein the Bluetooth communications module, through its connection to the processor, receives in use the vehicle control instruction and communicates, in use, the vehicle control instruction to the vehicle management system.

Preferably, the wireless communications module is a wide area network wireless communications module operatively connected to the processor, and the processor, through its connection to the wide area network wireless communications module, receives, in use the warning message from the remote server.

Preferably, the wireless communications module is a local communications network module operatively connected to the processor, and the local communications network module receives, in use, the warning message from a roadside-located communications device and communicates, through its connection to the processor, the warning message to the processor.

Preferably, the sensor set includes an image sensor, and the driver mobile telecommunications device is removably installed on a dashboard of the rideshare vehicle using a device holder with the image sensor facing outwards towards a road; wherein the processor, through its connection to the sensor set, receives images captured by the image sensor, determines, in use, using the images captured by the image sensor, a distance to a proximate vehicle in front of the rideshare vehicle, and generates the vehicle control instruction to control the rideshare vehicle's speed and distance from the proximate vehicle using the determined distance.

Preferably, the wireless communications module is a wide area network wireless communications module operatively connected to the processor, and the wide area network wireless communications module receives, in use, the warning message from a mobile telecommunications device installed in another vehicle in the geographic vicinity of the driver mobile telecommunications device and forwards, through its connection to the processor, the warning message to the processor.

In an embodiment, which is directed to the ninth aspect of the present invention recited previously, the processor, through its connection to the user interface, receives, in use, the alert signal from the user interface; and wherein the user interface provides an actuator for user actuation, and the processor, through its connection to the user interface and to the memory, activates the recordal to the memory or capture of the further information regarding the unsafe driving feature on actuation of the actuator

Preferably, the sensor set includes an audio sensor, and the processor, through its connection to the sensor set and to the user interface, activates, in use, the audio sensor to capture audio information describing the unsafe driving feature on actuation of the actuator.

Preferably, the sensor set includes an image sensor, and the mobile telecommunications device is removably installed on a dashboard of the vehicle with the image sensor facing outwards towards a road; wherein the processor, through its connection to the user interface and to the sensor set, activates, in use, the image sensor to capture images regarding the unsafe driving feature on actuation of the actuator.

Preferably, the sensor set includes an image sensor, and the mobile telecommunications device is removably installed on a dashboard of the vehicle with the image sensor facing outwards towards a road; wherein the processor, through its connection to the user interface, to the sensor set, and to the memory, saves a video recording of an immediately preceding time period that has been recorded by the image sensor to the memory, on actuation of the actuator. Preferably, the processor, through its connection to the memory, retrieves the video recording and forwards it through its connection to the user interface, to the user interface for display, and the user interface displays, in use, the video recording for driver confirmation that the unsafe driving feature has been captured.

Preferably, the processor, through its connection to the user interface, receives, in use, further information describing the characteristics of the unsafe driving feature from the user interaction with the user interface in response to viewing the video recording.

Preferably, the wireless communications module receives, through the connection to the processor, the further information and, transmits, in use, the reporting message including the received information.

Preferably, the sensor set comprises an accelerometer, and the processor, through its connection to the sensor set, receives, in use, the alert signal comprising an accelerometer event profile, from the accelerometer.

Preferably, the processor compares, in use, the received accelerometer event profile with a predetermined threshold profile, and if the accelerometer event profile matches or exceeds the threshold profile, the processor, through its connection to the memory, records to the memory, the current location of the mobile telecommunications device.

In an embodiment, which is directed to the tenth aspect of the present invention recited previously, the mobile communications device comprises a data store, operatively connected to the processor, and the data store includes a set of predetermined traffic profiles each having a threshold profile, and the processor, through its connection to the data store, selects, in use, one of the set of predetermined profiles using the received local traffic information.

Preferably, the warning signal specifies a corrective action to be taken by the vehicle if the current relative position and speed of the vehicle exceed the threshold profile.

Preferably, the processor is operatively connected to a vehicle management system, and the processor includes a vehicle management system command within the generated warning signal and through its connection to the vehicle management system, the processor transmits, in use, the warning signal to the vehicle management system.

Preferably, the mobile telecommunications device is mounted, in use, to the dashboard of the vehicle using a device holder, and the processor, through its connection to the sensor set, receives images captured by the image sensor, derives, in use, sensed driving information using the captured images.

Preferably, the processor retrieves, through its connection to the memory, a set of predetermined images from the memory and compares a current captured image with the predetermined set of images, using pattern recognition techniques to establish a distance between the vehicle and another vehicle directly in front of the vehicle.

Preferably, the mobile telecommunications device has two image sensors one forward facing and one rearward facing, and the mobile telecommunications device is mounted, in use, to the dashboard; and the processor, through its connection to the sensor set, senses, in use, the position and movement of the driver of the vehicle, using image data from the rearward camera, and generates the warning signal if the driver is being distracted from driving the vehicle.

Preferably, the processor receives, through its connection to the sensor set, image data, analyses the image data, and determines a direction in which the driver is looking for a minimum time period, and uses the determined direction in which the driver is looking for the minimum time period, to determine if the driver is distracted from driving.

Preferably, the sensor set includes a geographical position sensor and the sensed driving information includes a current geographical location, current speed and direction of travel of the vehicle, and the wireless communications module, through its connection to the processor, receives the driving information and transmits, in use, the driving information to the remote server for use in determining the local traffic information for other vehicles.

Preferably, the mobile telecommunications device is a smartphone and the sensor set is a smartphone sensor set, and the processor, through its connection to the smartphone sensor set, detects, in use the start of the driving period from the smartphone sensor set; and wherein the processor disables, in use, certain functionality of the smartphone during the driving period, and restores the disabled functionality once the driving period has finished. 

1.-66. (canceled)
 67. A mobile telecommunications device for providing an in-vehicle driver warning system during a vehicle journey using sensed driving information and local traffic information, the mobile telecommunications device comprising: a sensor set comprising at least one of an image sensor, an audio sensor, a geographic positioning sensor and an accelerometer; a user interface for receiving user input; a processor operatively connected to the sensor set and the user interface; a wireless communications module for communicating with a remote server, the wireless communications module being operatively connected to the processor; the processor, through its connection to the user interface, determining, during the vehicle journey, using the inputs received by the user interface, or through its connection to the sensor set, using sensor data received from the sensor set, a start of a driving period during which the mobile device is removably installed to the vehicle and the vehicle is in use; the processor, through its connection to the sensor set, using the sensor data received from the sensor set during the driving period to derive, in use, the sensed driving information associated with how the vehicle is driven; the processor, through its connection to the wireless communications module, receiving the local traffic information obtained from the wireless communications module, the local traffic information concerning other vehicles in the vicinity of the mobile telecommunications device; the processor using, in use, the local traffic information and the driving information and determining if the current relative position and speed of the vehicle exceeds a threshold profile; and wherein the processor generates, in use, a warning signal if the current relative position and speed of the vehicle exceed the threshold profile, and, through its connection to the user interface, transmits the warning signal to the user interface for warning the driver of the vehicle.
 68. A mobile telecommunications device of claim 67, wherein the mobile communications device comprises a data store, operatively connected to the processor, and the data store includes a set of predetermined traffic profiles each having a threshold profile, and the processor, through its connection to the data store, selects, in use, one of the set of predetermined profiles using the received local traffic information.
 69. A mobile telecommunications device of claim 67, wherein the warning signal specifies a corrective action to be taken by the vehicle if the current relative position and speed of the vehicle exceed the threshold profile.
 70. A mobile telecommunications device of claim 67, wherein the processor is operatively connected to a vehicle management system, and the processor includes a vehicle management system command within the generated warning signal, and through its connection to the vehicle management system, the processor transmits, in use, the warning signal to the vehicle management system.
 71. A mobile telecommunications device of claim 67, wherein the mobile telecommunications device is mounted, in use, to the dashboard of the vehicle using a device holder, and the processor, through its connection to the sensor set, receives images captured by the image sensor, derives, in use, sensed driving information using the captured images .
 72. A mobile telecommunications device of claim 71, wherein the processor retrieves, through its connection to the memory, a set of predetermined images from the memory and compares a current captured image with the predetermined set of images, using pattern recognition techniques to establish a distance between the vehicle and another vehicle directly in front of the vehicle.
 73. A mobile telecommunications device of claim 71, wherein the mobile telecommunications device has two image sensors one forward facing and one rearward facing, and the mobile telecommunications device is mounted, in use, to the dashboard; and the processor, through its connection to the sensor set, senses, in use, the position and movement of the driver of the vehicle, using image data from the rearward camera, and generates the warning signal if the driver is being distracted from driving the vehicle.
 74. A mobile telecommunications device of claim 73, wherein the processor receives, through its connection to the sensor set, image data, analyses the image data, and determines a direction in which the driver is looking for a minimum time period, and uses the determined direction in which the driver is looking for the minimum time period, to determine if the driver is distracted from driving.
 75. A mobile telecommunications device of claim 67, wherein the sensor set includes a geographical position sensor and the sensed driving information includes a current geographical location, current speed and direction of travel of the vehicle, and the wireless communications module, through its connection to the processor, receives the driving information and transmits, in use, the driving information to the remote server for use in determining the local traffic information for other vehicles.
 76. A mobile telecommunications device of claim 67, wherein the mobile telecommunications device is a smartphone and the sensor set is a smartphone sensor set, and the processor, through its connection to the smartphone sensor set, detects, in use the start of the driving period from the smartphone sensor set; and wherein the processor disables, in use, certain functionality of the smartphone during the driving period, and restores the disabled functionality once the driving period has finished.
 77. A method for providing an in-vehicle driver warning system during a vehicle journey using sensed driving information and local traffic information, the method using a mobile telecommunications device, wherein the device comprises: a sensor set comprising at least one of an image sensor, an audio sensor, a geographic positioning sensor and an accelerometer; a user interface for receiving user input; a processor operatively connected to the sensor set and the user interface and a wireless communications module for communicating with a remote server, the method comprising: determining, during the vehicle journey, using inputs received by the user interface, or using sensor data received from the sensor set, a start of a driving period during which a mobile device is removably installed to the vehicle and the vehicle is in use; using the sensor data received from the sensor set during the driving period to derive the sensed driving information associated with how the vehicle is driven; receiving the local traffic information, the local traffic information concerning other vehicles in the vicinity of the mobile telecommunications device; using the local traffic information and the driving information and determining if the current relative position and speed of the vehicle exceeds a threshold profile; generating a warning signal if the current relative position and speed of the vehicle exceed the threshold profile; and transmitting the warning signal to the user interface for warning the driver of the vehicle.
 78. The method of claim 77, wherein the mobile communications device comprises a data store, operatively connected to the processor, and the data store includes a set of predetermined traffic profiles each having a threshold profile, the method comprising using the processor to select one of the set of predetermined profiles using the received local traffic information.
 79. The method of claim 77, wherein the warning signal specifies a corrective action to be taken by the vehicle if the current relative position and speed of the vehicle exceed the threshold profile.
 80. The method of claim 77, wherein the processor is operatively connected to a vehicle management system, and the processor includes a vehicle management system command within the generated warning signal, the method comprising the processor transmitting the warning signal to the vehicle management system through the connection to the vehicle management system.
 81. The method of claim 77, wherein the mobile telecommunications device is mounted, in use, to the dashboard of the vehicle using a device holder, and the method comprises the processor, receiving images captured by the image sensor through its connection to the sensor set, and deriving sensed driving information using the captured images.
 82. The method of claim 81, further comprising the processor retrieving a set of predetermined images from the memory, comparing a current captured image with the predetermined set of images, and using pattern recognition techniques to establish a distance between the vehicle and another vehicle directly in front of the vehicle.
 83. The method of claim 81, wherein the mobile telecommunications device has two image sensors one forward facing and one rearward facing, and the mobile telecommunications device is mounted, in use, to the dashboard; and the method comprises the processor sensing through its connection to the sensor set, the position and movement of the driver of the vehicle, using image data from the rearward camera, and generating the warning signal if the driver is being distracted from driving the vehicle.
 84. The method of claim 83, further comprising the processor receiving image data, through the connection to the sensor set, analysing the image data, and determining a direction in which the driver is looking for a minimum time period, and using the determined direction in which the driver is looking for the minimum time period, to determine if the driver is distracted from driving.
 85. The method of claim 11, wherein the sensor set includes a geographical position sensor and the sensed driving information includes a current geographical location, current speed and direction of travel of the vehicle, and the method comprises the wireless communications module receiving, through the connection to the processor, the driving information and transmitting the driving information to the remote server for use in determining the local traffic information for other vehicles.
 86. The method of claim 77, wherein the mobile telecommunications device is a smartphone and the sensor set is a smartphone sensor set, and the method comprises the processor detecting through the connection to the smartphone sensor set, the start of the driving period from the smartphone sensor set; the processor disabling certain functionality of the smartphone during the driving period, and restoring the disabled functionality once the driving period has finished. 